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"disqusTitle": "Caltrans Delays Demolition of Massive Bay Bridge Pier",
"title": "Caltrans Delays Demolition of Massive Bay Bridge Pier",
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"content": "\u003cp>There's nothing that says \"party\" quite like setting off high explosives and watching something big fall down.\u003c/p>\n\u003cp>If you dispute the truth of that observation, we enter as Exhibits A and B video of \u003ca href=\"https://youtu.be/_6QzIe2Abe4\" target=\"_blank\">the demolition\u003c/a> of Oakland's Oak Knoll Naval Hospital in April 2011 and the \u003ca href=\"https://youtu.be/7bWGL7vu5PQ\" target=\"_blank\">dynamite-aided leveling\u003c/a> of a 13-story building on the campus of Cal State East Bay in August 2013.\u003c/p>\n\u003cp>The explosive charges go off, the buildings fall, and the crowd goes wild.\u003c/p>\n\u003cp>Demolition enthusiasts are no doubt looking forward to the next big event on the Bay Area's infrastructure removal calendar: an implosion later this month designed to remove the largest pier of the old eastern span on the Bay Bridge.\u003c/p>\n\u003cp>The actual nature of the event -- originally planned for this weekend but now scheduled for the weekend of Nov. 14-15 -- may temper their enthusiasm a little, though.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Caltrans announced the change in plans Tuesday, saying that it had rejected the explosives that were to be used in the demolition.\u003c/p>\n\u003cp>The issue, Caltrans chief bridge engineer Brian Maroney told reporters, was how the explosive are packaged.\u003c/p>\n\u003cp>“We have to push it down holes, and we want that outside material to be tough,\" Maroney said. \"I don’t want to fiddle around with potentially the outside material ripping as we push it down a hole.”\u003c/p>\n\u003cp>While it sounds spectacular -- you might be imagining a section of the old span dropping into the water \"\u003ca href=\"https://www.youtube.com/watch?v=tRHVMi3LxZE\" target=\"_blank\">Bridge on the River Kwai\u003c/a>\" style -- the reality is supposed to be pretty low key. Most of the structure to be removed is below the bay's surface, so there will be no spectacular collapse. No, there won't be a geyser shooting skyward either.\u003c/p>\n\u003cp>\"If you want to see it, stay home and watch it on the Internet,\" Maroney said.\u003c/p>\n\u003cp>The structure to be removed is Pier E3, the largest of the old span's foundations. The structure, near Yerba Buena Island, extends 50 feet from the water's surface to the bay floor and then for more than 200 feet into the bay mud below.\u003c/p>\n\u003cp>The implosion is designed to destroy the pier above the bay floor as well as most of the structure embedded in the mud. Caltrans says it's worked with several outside agencies to make sure the implosion's impact on surrounding wildlife and infrastructure is limited.\u003c/p>\n\u003cp>Engineers have devised a large platform of floating planks -- an attenuation mat -- to limit the spread of debris. An underwater bubble curtain will be in place, a measure designed to reduce the energy of the shock wave from the explosives detonated during the implosion.\u003c/p>\n\u003cp>Maroney said the blast itself has been designed to minimize its destructive effects.\u003c/p>\n\u003cp>\"By having just under 600 different charges -- not released all at once, set off microseconds apart -- you don’t have one big shock wave, you have many small shock waves,\" Maroney said. \"So the amplitude or the threat of that shock wave is much, much less.”\u003c/p>\n\u003cp>The implosion is set to take place at the time of a slack tide, the point when a high tide has reached its maximum or a low tide its minimum.\u003c/p>\n\u003cp>Maroney said the most likely time for the operation is at the midday high tide on Saturday, Nov. 14 -- about 1 p.m. But it could take place at the morning low tide, about 6:45 a.m., or sometime the following day.\u003c/p>\n\u003cp>He said a major factor in determining the time is minimizing impacts on mammals such as seals, sea lions and porpoises, and monitors will be watching them closely to help pick the safest time.\u003c/p>\n\u003cp>The implosion will have a brief impact on boaters, bicyclists and motorists on the Bay Bridge, and BART passengers.\u003c/p>\n\u003cp>The California Highway Patrol will halt bridge traffic briefly at the time of the operation. Westbound traffic will be held at the Bay Bridge metering lights; eastbound traffic will be halted at the western portal to the Yerba Buena tunnel. The bike path on the new eastern span will also be closed beginning at 6 p.m. on Friday, Nov. 13, until the implosion is over.\u003c/p>\n\u003cp>BART says it will hold trains outside the Transbay Tube, which will result in slight delays. And boats will be barred from traveling within 1,500 feet of the blast site.\u003c/p>\n\u003cp>Larry Goldzband, executive director of the San Francisco Bay Conservation and Development Commission, said, \"The implosion is not perfect and species will be killed,\" but he said the implosion will cause less environmental damage than other methods of demolishing the pier.\u003c/p>\n\u003cp>Goldzband said the alternative of mechanically removing the pier would take up to four years and require building a dam around it, which he said would significantly disrupt area wildlife and be difficult to manage and mitigate.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting by KQED's Andrew Stelzer and Bay City News. \u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There's nothing that says \"party\" quite like setting off high explosives and watching something big fall down.\u003c/p>\n\u003cp>If you dispute the truth of that observation, we enter as Exhibits A and B video of \u003ca href=\"https://youtu.be/_6QzIe2Abe4\" target=\"_blank\">the demolition\u003c/a> of Oakland's Oak Knoll Naval Hospital in April 2011 and the \u003ca href=\"https://youtu.be/7bWGL7vu5PQ\" target=\"_blank\">dynamite-aided leveling\u003c/a> of a 13-story building on the campus of Cal State East Bay in August 2013.\u003c/p>\n\u003cp>The explosive charges go off, the buildings fall, and the crowd goes wild.\u003c/p>\n\u003cp>Demolition enthusiasts are no doubt looking forward to the next big event on the Bay Area's infrastructure removal calendar: an implosion later this month designed to remove the largest pier of the old eastern span on the Bay Bridge.\u003c/p>\n\u003cp>The actual nature of the event -- originally planned for this weekend but now scheduled for the weekend of Nov. 14-15 -- may temper their enthusiasm a little, though.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Caltrans announced the change in plans Tuesday, saying that it had rejected the explosives that were to be used in the demolition.\u003c/p>\n\u003cp>The issue, Caltrans chief bridge engineer Brian Maroney told reporters, was how the explosive are packaged.\u003c/p>\n\u003cp>“We have to push it down holes, and we want that outside material to be tough,\" Maroney said. \"I don’t want to fiddle around with potentially the outside material ripping as we push it down a hole.”\u003c/p>\n\u003cp>While it sounds spectacular -- you might be imagining a section of the old span dropping into the water \"\u003ca href=\"https://www.youtube.com/watch?v=tRHVMi3LxZE\" target=\"_blank\">Bridge on the River Kwai\u003c/a>\" style -- the reality is supposed to be pretty low key. Most of the structure to be removed is below the bay's surface, so there will be no spectacular collapse. No, there won't be a geyser shooting skyward either.\u003c/p>\n\u003cp>\"If you want to see it, stay home and watch it on the Internet,\" Maroney said.\u003c/p>\n\u003cp>The structure to be removed is Pier E3, the largest of the old span's foundations. The structure, near Yerba Buena Island, extends 50 feet from the water's surface to the bay floor and then for more than 200 feet into the bay mud below.\u003c/p>\n\u003cp>The implosion is designed to destroy the pier above the bay floor as well as most of the structure embedded in the mud. Caltrans says it's worked with several outside agencies to make sure the implosion's impact on surrounding wildlife and infrastructure is limited.\u003c/p>\n\u003cp>Engineers have devised a large platform of floating planks -- an attenuation mat -- to limit the spread of debris. An underwater bubble curtain will be in place, a measure designed to reduce the energy of the shock wave from the explosives detonated during the implosion.\u003c/p>\n\u003cp>Maroney said the blast itself has been designed to minimize its destructive effects.\u003c/p>\n\u003cp>\"By having just under 600 different charges -- not released all at once, set off microseconds apart -- you don’t have one big shock wave, you have many small shock waves,\" Maroney said. \"So the amplitude or the threat of that shock wave is much, much less.”\u003c/p>\n\u003cp>The implosion is set to take place at the time of a slack tide, the point when a high tide has reached its maximum or a low tide its minimum.\u003c/p>\n\u003cp>Maroney said the most likely time for the operation is at the midday high tide on Saturday, Nov. 14 -- about 1 p.m. But it could take place at the morning low tide, about 6:45 a.m., or sometime the following day.\u003c/p>\n\u003cp>He said a major factor in determining the time is minimizing impacts on mammals such as seals, sea lions and porpoises, and monitors will be watching them closely to help pick the safest time.\u003c/p>\n\u003cp>The implosion will have a brief impact on boaters, bicyclists and motorists on the Bay Bridge, and BART passengers.\u003c/p>\n\u003cp>The California Highway Patrol will halt bridge traffic briefly at the time of the operation. Westbound traffic will be held at the Bay Bridge metering lights; eastbound traffic will be halted at the western portal to the Yerba Buena tunnel. The bike path on the new eastern span will also be closed beginning at 6 p.m. on Friday, Nov. 13, until the implosion is over.\u003c/p>\n\u003cp>BART says it will hold trains outside the Transbay Tube, which will result in slight delays. And boats will be barred from traveling within 1,500 feet of the blast site.\u003c/p>\n\u003cp>Larry Goldzband, executive director of the San Francisco Bay Conservation and Development Commission, said, \"The implosion is not perfect and species will be killed,\" but he said the implosion will cause less environmental damage than other methods of demolishing the pier.\u003c/p>\n\u003cp>Goldzband said the alternative of mechanically removing the pier would take up to four years and require building a dam around it, which he said would significantly disrupt area wildlife and be difficult to manage and mitigate.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>This post contains reporting by KQED's Andrew Stelzer and Bay City News. \u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Caltrans is ending its relationship with the main contractor of the San Francisco-Oakland Bay Bridge's new eastern span and will seek damages because of project delays and shoddy workmanship that plagued the $6.4 billion project.\u003c/p>\n\u003cp>The joint venture American Bridge/Fluor built many parts of the bridge, including a system of seismic stabilization rods that failed after installation on the bridge's east pier.\u003c/p>\n\u003cp>The Toll Bridge Program Oversight Committee unanimously approved the contract's conclusion Thursday, as well as a pair of motions that will allow Caltrans to seek damages against the builder and a joint-venture design firm.\u003c/p>\n\u003cp>\"This is a bittersweet day,\" committee chair Steve Heminger said. \"We are acknowledging folks made mistakes and folks need to pay for those mistakes.\"\u003c/p>\n\u003cp>Caltrans is seeking an $8 million credit from ABF, and filing an $8 million claim against joint-venture design firm T.Y. Lin International and Moffatt & Nichol. That's two-thirds of a $24 million failure of anchoring rods on the bridge's east pier. A committee \u003ca href=\"http://baybridgeinfo.org/sites/default/files/pdf/A354_report.pdf\" target=\"_blank\">investigation in 2013\u003c/a> found Caltrans was responsible for one-third of the failure.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/225457721\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>The agency is also withholding from ABF $1.5 million for delays in construction of the eastern span and $3 million to cover repairs of incorrectly installed anchor rod grout that appears to have allowed water to contact the bridge fasteners, potentially leading to corrosion. Caltrans is also looking to assess $2.7 million in damages against the builder for delays in completing the contract.\u003c/p>\n\u003cp>But the committee also approved a payment to the builder of up to $4.2 million for a change order that opened the new span early.\u003c/p>\n\u003cp>Rep. Mark DeSaulnier, an East Bay Democrat, says Caltrans should take responsibility for poorly managing the bridge's construction. As a former state senator, he chaired the Transportation and Housing Committee, where he called for an investigation. He says a joint Caltrans partnership with other transportation agencies also should have been overseeing the project.\u003c/p>\n\u003cp>\"First step is it’s good they’re holding the contractor accountable, consistent with the performance standards in that contract,\" DeSaulnier said. \"But I think the general public also should be very circumspect about holding them accountable as well.”\u003c/p>\n\u003cp>The committee also reserved the right to pursue additional claims against another joint-venture design firm, pending the results of an investigation into failed tower foundation rods that is currently underway.\u003c/p>\n\u003cp>Caltrans inspections found last fall more than 400 massive, high-strength steel rods anchoring the tower of the new eastern span were exposed to standing water for several years. A panel of experts determined the source of the water was poor grouting.\u003c/p>\n\u003cp>The 26-foot-long rods were designed to keep the tower from \"rotating,\" or tipping over, during a major earthquake. But engineering analysis indicated the \"rods are not critical to the bridge's performance and are a redundant system,\" according to Caltrans.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The agency reported last May that \u003ca href=\"http://ww2.kqed.org/news/2015/05/28/caltrans-crucial-bay-bridge-rods-pass-test\" target=\"_blank\">99 percent of the rods were still intact\u003c/a> after subjecting them to several weeks of \"pull test.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Caltrans is ending its relationship with the main contractor of the San Francisco-Oakland Bay Bridge's new eastern span and will seek damages because of project delays and shoddy workmanship that plagued the $6.4 billion project.\u003c/p>\n\u003cp>The joint venture American Bridge/Fluor built many parts of the bridge, including a system of seismic stabilization rods that failed after installation on the bridge's east pier.\u003c/p>\n\u003cp>The Toll Bridge Program Oversight Committee unanimously approved the contract's conclusion Thursday, as well as a pair of motions that will allow Caltrans to seek damages against the builder and a joint-venture design firm.\u003c/p>\n\u003cp>\"This is a bittersweet day,\" committee chair Steve Heminger said. \"We are acknowledging folks made mistakes and folks need to pay for those mistakes.\"\u003c/p>\n\u003cp>Caltrans is seeking an $8 million credit from ABF, and filing an $8 million claim against joint-venture design firm T.Y. Lin International and Moffatt & Nichol. That's two-thirds of a $24 million failure of anchoring rods on the bridge's east pier. A committee \u003ca href=\"http://baybridgeinfo.org/sites/default/files/pdf/A354_report.pdf\" target=\"_blank\">investigation in 2013\u003c/a> found Caltrans was responsible for one-third of the failure.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/225457721&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/225457721'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>The agency is also withholding from ABF $1.5 million for delays in construction of the eastern span and $3 million to cover repairs of incorrectly installed anchor rod grout that appears to have allowed water to contact the bridge fasteners, potentially leading to corrosion. Caltrans is also looking to assess $2.7 million in damages against the builder for delays in completing the contract.\u003c/p>\n\u003cp>But the committee also approved a payment to the builder of up to $4.2 million for a change order that opened the new span early.\u003c/p>\n\u003cp>Rep. Mark DeSaulnier, an East Bay Democrat, says Caltrans should take responsibility for poorly managing the bridge's construction. As a former state senator, he chaired the Transportation and Housing Committee, where he called for an investigation. He says a joint Caltrans partnership with other transportation agencies also should have been overseeing the project.\u003c/p>\n\u003cp>\"First step is it’s good they’re holding the contractor accountable, consistent with the performance standards in that contract,\" DeSaulnier said. \"But I think the general public also should be very circumspect about holding them accountable as well.”\u003c/p>\n\u003cp>The committee also reserved the right to pursue additional claims against another joint-venture design firm, pending the results of an investigation into failed tower foundation rods that is currently underway.\u003c/p>\n\u003cp>Caltrans inspections found last fall more than 400 massive, high-strength steel rods anchoring the tower of the new eastern span were exposed to standing water for several years. A panel of experts determined the source of the water was poor grouting.\u003c/p>\n\u003cp>The 26-foot-long rods were designed to keep the tower from \"rotating,\" or tipping over, during a major earthquake. But engineering analysis indicated the \"rods are not critical to the bridge's performance and are a redundant system,\" according to Caltrans.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The agency reported last May that \u003ca href=\"http://ww2.kqed.org/news/2015/05/28/caltrans-crucial-bay-bridge-rods-pass-test\" target=\"_blank\">99 percent of the rods were still intact\u003c/a> after subjecting them to several weeks of \"pull test.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>So Caltrans is here with what it assures us is good news: \u003ca href=\"http://www.dot.ca.gov/hq/paffairs/news/pressrel/15pr047.htm\" target=\"_blank\">More than 99 percent\u003c/a> of the massive steel rods anchoring the tower on the new and forever-troubled eastern span of the Bay Bridge are intact, despite having been soaked in standing water for several years.\u003c/p>\n\u003cp>That's the result of several weeks of testing in which crews subjected more than 400 rods to a \"pull test.\" Caltrans says the test involves \"a powerful jacking device that grabs and yanks the rods with enormous force to verify integrity.\"\u003c/p>\n\u003cp>Why would Caltrans go to all that trouble on a bridge that's been open less than two years and is supposed to serve Bay Area travelers -- and withstand major earthquakes -- for the next 150 years?\u003c/p>\n\u003cp>Earlier inspections disclosed that all 424 rods in the tower foundation had been standing in water. That wasn't supposed to happen, and Caltrans has blamed contractors for improperly sealing the rods and leaving them unprotected. The agency is also still investigating the source of the water. It's possible that water from San Francisco Bay -- that would be extra-corrosive salt water -- is infiltrating the foundation and getting to the rods.\u003c/p>\n\u003cp>Caltrans has seen something like this on the bridge before. In early 2013, a set of steel rods identical to those in the tower foundation snapped when they were tensioned. Those rods were found to have been exposed to water for a long time and to have undergone chemical changes that made them brittle. Faced with a similar situation -- steel plus water plus tension -- Caltrans ordered its brutal-sounding pull test.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But before we get to the results, just a little bit more context on these rods and where they fit into the bridge's design.\u003c/p>\n\u003cp>There are 424 of them installed in the foundation of the eastern span's gleaming white 525-foot tower. The rods themselves are immense: about 26 feet long and threaded on each end, like bolts, and fitted with large nuts. Some 388 of the rods are 3 inches in diameter, and the remaining 36 are 4 inches in diameter. They're designed to prevent the tower from \"rotating\" -- tipping over, in layperson's language -- in the event of a major earthquake.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/05/baybridgerods.jpg\">\u003cimg class=\"alignright size-thumbnail wp-image-10542370\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/05/baybridgerods-400x568.jpg\" alt=\"Bay Bridge Rods\" width=\"400\" height=\"568\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-400x568.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-800x1135.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-1440x2044.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-1180x1675.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-960x1362.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods.jpg 1966w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003c/p>\n\u003cp>Caltrans reported Wednesday that 14 of those anchor rods are inaccessible and can't be tested and that two others had been removed for lab analysis. The agency says it pull-tested the remaining 408 rods -- a process that reportedly cost $4 million -- and all but two appeared to be fine. That's more than 99 percent, Caltrans noted. And in case you want to be extra-impressed by what that looks like graphically, the agency produced \u003ca href=\"http://www.dot.ca.gov/hq/paffairs/news/pressrel/images/15pr47.jpg\" target=\"_blank\">a pie chart\u003c/a> to show that.\u003c/p>\n\u003cp>But there's another way to interpret these glad tidings, and you can find it here: \"\u003ca href=\"http://www.sfgate.com/bayarea/article/Caltrans-downplays-latest-Bay-Bridge-rod-failure-6290453.php\" target=\"_blank\">Caltrans downplays latest Bay Bridge rod failure\u003c/a>.\"\u003c/p>\n\u003cp>As the San Francisco Chronicle's Michael Cabanatuan notes in that story, two of the 408 rods that could be tested did \u003cem>not\u003c/em> pass the test and are believed to have cracked or broken. And despite Caltrans assurances to the contrary -- Cabanatuan quotes Dan McElhinney, the agency official who now oversees the eastern span project, as saying the bridge looks \"terrific\" -- those two rods do raise questions about how much baby-sitting the bridge will need in the decades to come to make sure it's structurally sound.\u003c/p>\n\u003cp>Caltrans acknowledges that and says it will study the broken steel to find out why it failed. It's also promising to do more than that and says it's developing tests to determine how standing in water for so long will affect the long-term performance of the tower anchor rods.\u003c/p>\n\u003cp>The news several weeks ago about possible damage to those rods recently prompted Steve Heminger, the executive director of the Metropolitan Transportation Commission, to call the $6.4 billion eastern span \"the project from hell.\"\u003c/p>\n\u003cp>He was more measured when appearing on KQED's \"Forum\" \u003ca href=\"http://ww2.kqed.org/news/2015/05/14/more-questions-emerge-about-seismic-safety-of-bay-bridges-eastern-span\" target=\"_blank\">earlier this month\u003c/a>. He emphasized that he believes the bridge is \"perfectly safe\" for day-to-day use. But he added the real concern is whether the bridge will survive a major earthquake intact -- the central goal in building the new span.\u003c/p>\n\u003cp>Heminger is on a three-member committee that has final say on the project. The panel is meeting Thursday evening to decide whether to approve funding for Caltrans to continue its investigation into the damaged foundation rods.\u003c/p>\n\u003cp>Last: If you're up for something of a seminar on the tower foundation and the anchor rods therein, here's a pretty cool Caltrans video of its chief engineer, Brian Maroney, walking the media through the issues:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"640\" height=\"360\" src=\"https://www.youtube.com/embed/JNp0L5dzCgU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n",
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"excerpt": "More than 99 percent of rods survive shaking, agency says. But long-term integrity is still unknown.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>So Caltrans is here with what it assures us is good news: \u003ca href=\"http://www.dot.ca.gov/hq/paffairs/news/pressrel/15pr047.htm\" target=\"_blank\">More than 99 percent\u003c/a> of the massive steel rods anchoring the tower on the new and forever-troubled eastern span of the Bay Bridge are intact, despite having been soaked in standing water for several years.\u003c/p>\n\u003cp>That's the result of several weeks of testing in which crews subjected more than 400 rods to a \"pull test.\" Caltrans says the test involves \"a powerful jacking device that grabs and yanks the rods with enormous force to verify integrity.\"\u003c/p>\n\u003cp>Why would Caltrans go to all that trouble on a bridge that's been open less than two years and is supposed to serve Bay Area travelers -- and withstand major earthquakes -- for the next 150 years?\u003c/p>\n\u003cp>Earlier inspections disclosed that all 424 rods in the tower foundation had been standing in water. That wasn't supposed to happen, and Caltrans has blamed contractors for improperly sealing the rods and leaving them unprotected. The agency is also still investigating the source of the water. It's possible that water from San Francisco Bay -- that would be extra-corrosive salt water -- is infiltrating the foundation and getting to the rods.\u003c/p>\n\u003cp>Caltrans has seen something like this on the bridge before. In early 2013, a set of steel rods identical to those in the tower foundation snapped when they were tensioned. Those rods were found to have been exposed to water for a long time and to have undergone chemical changes that made them brittle. Faced with a similar situation -- steel plus water plus tension -- Caltrans ordered its brutal-sounding pull test.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But before we get to the results, just a little bit more context on these rods and where they fit into the bridge's design.\u003c/p>\n\u003cp>There are 424 of them installed in the foundation of the eastern span's gleaming white 525-foot tower. The rods themselves are immense: about 26 feet long and threaded on each end, like bolts, and fitted with large nuts. Some 388 of the rods are 3 inches in diameter, and the remaining 36 are 4 inches in diameter. They're designed to prevent the tower from \"rotating\" -- tipping over, in layperson's language -- in the event of a major earthquake.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/05/baybridgerods.jpg\">\u003cimg class=\"alignright size-thumbnail wp-image-10542370\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2015/05/baybridgerods-400x568.jpg\" alt=\"Bay Bridge Rods\" width=\"400\" height=\"568\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-400x568.jpg 400w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-800x1135.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-1440x2044.jpg 1440w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-1180x1675.jpg 1180w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods-960x1362.jpg 960w, https://ww2.kqed.org/app/uploads/sites/10/2015/05/baybridgerods.jpg 1966w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003c/a>\u003c/p>\n\u003cp>Caltrans reported Wednesday that 14 of those anchor rods are inaccessible and can't be tested and that two others had been removed for lab analysis. The agency says it pull-tested the remaining 408 rods -- a process that reportedly cost $4 million -- and all but two appeared to be fine. That's more than 99 percent, Caltrans noted. And in case you want to be extra-impressed by what that looks like graphically, the agency produced \u003ca href=\"http://www.dot.ca.gov/hq/paffairs/news/pressrel/images/15pr47.jpg\" target=\"_blank\">a pie chart\u003c/a> to show that.\u003c/p>\n\u003cp>But there's another way to interpret these glad tidings, and you can find it here: \"\u003ca href=\"http://www.sfgate.com/bayarea/article/Caltrans-downplays-latest-Bay-Bridge-rod-failure-6290453.php\" target=\"_blank\">Caltrans downplays latest Bay Bridge rod failure\u003c/a>.\"\u003c/p>\n\u003cp>As the San Francisco Chronicle's Michael Cabanatuan notes in that story, two of the 408 rods that could be tested did \u003cem>not\u003c/em> pass the test and are believed to have cracked or broken. And despite Caltrans assurances to the contrary -- Cabanatuan quotes Dan McElhinney, the agency official who now oversees the eastern span project, as saying the bridge looks \"terrific\" -- those two rods do raise questions about how much baby-sitting the bridge will need in the decades to come to make sure it's structurally sound.\u003c/p>\n\u003cp>Caltrans acknowledges that and says it will study the broken steel to find out why it failed. It's also promising to do more than that and says it's developing tests to determine how standing in water for so long will affect the long-term performance of the tower anchor rods.\u003c/p>\n\u003cp>The news several weeks ago about possible damage to those rods recently prompted Steve Heminger, the executive director of the Metropolitan Transportation Commission, to call the $6.4 billion eastern span \"the project from hell.\"\u003c/p>\n\u003cp>He was more measured when appearing on KQED's \"Forum\" \u003ca href=\"http://ww2.kqed.org/news/2015/05/14/more-questions-emerge-about-seismic-safety-of-bay-bridges-eastern-span\" target=\"_blank\">earlier this month\u003c/a>. He emphasized that he believes the bridge is \"perfectly safe\" for day-to-day use. But he added the real concern is whether the bridge will survive a major earthquake intact -- the central goal in building the new span.\u003c/p>\n\u003cp>Heminger is on a three-member committee that has final say on the project. The panel is meeting Thursday evening to decide whether to approve funding for Caltrans to continue its investigation into the damaged foundation rods.\u003c/p>\n\u003cp>Last: If you're up for something of a seminar on the tower foundation and the anchor rods therein, here's a pretty cool Caltrans video of its chief engineer, Brian Maroney, walking the media through the issues:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"640\" height=\"360\" src=\"https://www.youtube.com/embed/JNp0L5dzCgU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "More Questions Emerge About Seismic Safety of Bay Bridge's Eastern Span",
"title": "More Questions Emerge About Seismic Safety of Bay Bridge's Eastern Span",
"headTitle": "News Fix | KQED News",
"content": "\u003cp>State officials \u003ca href=\"http://www.contracostatimes.com/breaking-news/ci_28102119/bay-bridge-costs-growing-tests-demolition?source=pkg\" target=\"_blank\">approved $4 million\u003c/a> this week to further test steel rods at the base of the tower of the new eastern span of the Bay Bridge. That news came after \u003ca href=\"http://www.sfgate.com/bayarea/article/Bay-Bridge-news-gets-worse-Tower-rod-fails-key-6250031.php\" target=\"_blank\">reports that a steel rod had failed a key integrity test,\u003c/a> leading to fears that corrosion from salt water may compromise the seismic integrity of the bridge.\u003c/p>\n\u003cp>\"There's fundamental issues now related to the integrity of the foundation that holds the tower,\" said Jaxon Van Derbeken, a reporter with the San Francisco Chronicle, in a conversation Thursday on \u003ca href=\"http://www.kqed.org/a/forum/R201505140900\" target=\"_blank\">KQED's \u003cem>Forum\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>The tower's high-strength rods, encased in protective sleeves, were exposed to pooled water due to a failed sealing job, but a looming question is where it's coming from. Van Derbeken cited very high levels of chloride, which he called a \"telltale\" sign of salt water, and suggests the water is not collected rain or left over from cleaning.\u003c/p>\n\u003cp>\"If the water is intruding in an ongoing way -- and we don't know that for certain -- but if it is, that's a much bigger problem to grapple with,\" said Steve Heminger, executive director of the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Heminger is concerned about the ongoing presence of water, or more specifically, hydrogen, because it is one of the three factors that can play into a condition called \"hydrogen embrittlement,\" which led to steel rods breaking on the bridge's eastern span in 2013.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>According to Heminger, hyrdogen embrittlement arises when three things occur simultaneously: susceptible material, the presence of hyrdogen and when the steel in question is under high tension.\u003c/p>\n\u003cp>\"The good news is the tower foundation rods are under lower tension than the rods at the east pier,' said Heminger. \"But look, it takes three strikes for this problem to happen, and you don't want to be in the batter's box with two strikes for 150 years.\"\u003c/p>\n\u003cp>Brian Maroney, a chief bridge engineer with Caltrans, said it's premature to draw any conclusions about the water found in the tower.\u003c/p>\n\u003cp>\"I find it interesting that people are only talking about a few samples,\" said Maroney. \"And it's not clear what the history of those samples are. And they're only talking about chlorides. It's not that simple. You have to think about chlorides and bromides. You have to think about other telltale signature chemical elements. For example, we actually found fluoride in this water. Well, you don't find fluoride in the Pacific Ocean.\"\u003c/p>\n\u003cp>Maroney said that a team from a materials specialist company has been called in to ensure \"a thorough sampling program\" and analysis.\u003c/p>\n\u003cp>Maroney did acknowledge that there are some areas where water can enter the bridge, but said that is not surprising, given that the project is being completed in stages.\u003c/p>\n\u003cp>\u003cspan style=\"line-height: 1.5\">\"You have to remember, construction's not done,\" said Maroney. \"We're still working on this structure, on both sides.\"\u003c/span>\u003c/p>\n\u003cp>At one point during the \u003cem>Forum\u003c/em> show, host Michael Krasny asked all three guests just how safe the bridge is.\u003c/p>\n\u003cp>\"If you have to be on a bridge in an earthquake, this is the bridge you want to be on,' said Maroney, citing his experience retrofitting structures throughout California.\u003c/p>\n\u003cp>\"I think the bridge is perfectly safe for everyday use,\" said Heminger. \"And I would trust Brian Maroney with my life, and I think all the rest of us should do the same. The bridge is fine. The issue is what happens in a major earthquake.\"\u003c/p>\n\u003cp>But Van Derbeken was not so confident. He said that people who have reviewed the bridge's record and decisions about the bridge question whether it is safe.\u003c/p>\n\u003cp>\"Everywhere we look in the span there seems to be stuff that was compromised in some way, or decisions were made to borrow into safety margins, or things that normally are sacrosanct had to be, for whatever reasons, borrowed to get the job done,\" said Van Derbeken.\u003c/p>\n\u003cp>He said people who have voiced concerns to Caltrans have been dismissed and have been essentially told: \"Go away. We understand where you're coming from, but we're satisfied.\"\u003c/p>\n\u003cp>Although Heminger said he is satisfied with the everyday safety of the bridge, he spoke for many when he expressed frustration with the ongoing saga of the eastern span:\u003c/p>\n\u003cp>\"I do think it's maddening that we're talking about these bolts almost two years after we opened this bridge to traffic.\"\u003c/p>\n\u003cp>You can listen to the complete \u003cem>Forum\u003c/em> conversation, including comments from Steve Heminger about holding people accountable, here:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/205495415\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>State officials \u003ca href=\"http://www.contracostatimes.com/breaking-news/ci_28102119/bay-bridge-costs-growing-tests-demolition?source=pkg\" target=\"_blank\">approved $4 million\u003c/a> this week to further test steel rods at the base of the tower of the new eastern span of the Bay Bridge. That news came after \u003ca href=\"http://www.sfgate.com/bayarea/article/Bay-Bridge-news-gets-worse-Tower-rod-fails-key-6250031.php\" target=\"_blank\">reports that a steel rod had failed a key integrity test,\u003c/a> leading to fears that corrosion from salt water may compromise the seismic integrity of the bridge.\u003c/p>\n\u003cp>\"There's fundamental issues now related to the integrity of the foundation that holds the tower,\" said Jaxon Van Derbeken, a reporter with the San Francisco Chronicle, in a conversation Thursday on \u003ca href=\"http://www.kqed.org/a/forum/R201505140900\" target=\"_blank\">KQED's \u003cem>Forum\u003c/em>\u003c/a>\u003cem>.\u003c/em>\u003c/p>\n\u003cp>The tower's high-strength rods, encased in protective sleeves, were exposed to pooled water due to a failed sealing job, but a looming question is where it's coming from. Van Derbeken cited very high levels of chloride, which he called a \"telltale\" sign of salt water, and suggests the water is not collected rain or left over from cleaning.\u003c/p>\n\u003cp>\"If the water is intruding in an ongoing way -- and we don't know that for certain -- but if it is, that's a much bigger problem to grapple with,\" said Steve Heminger, executive director of the Metropolitan Transportation Commission.\u003c/p>\n\u003cp>Heminger is concerned about the ongoing presence of water, or more specifically, hydrogen, because it is one of the three factors that can play into a condition called \"hydrogen embrittlement,\" which led to steel rods breaking on the bridge's eastern span in 2013.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to Heminger, hyrdogen embrittlement arises when three things occur simultaneously: susceptible material, the presence of hyrdogen and when the steel in question is under high tension.\u003c/p>\n\u003cp>\"The good news is the tower foundation rods are under lower tension than the rods at the east pier,' said Heminger. \"But look, it takes three strikes for this problem to happen, and you don't want to be in the batter's box with two strikes for 150 years.\"\u003c/p>\n\u003cp>Brian Maroney, a chief bridge engineer with Caltrans, said it's premature to draw any conclusions about the water found in the tower.\u003c/p>\n\u003cp>\"I find it interesting that people are only talking about a few samples,\" said Maroney. \"And it's not clear what the history of those samples are. And they're only talking about chlorides. It's not that simple. You have to think about chlorides and bromides. You have to think about other telltale signature chemical elements. For example, we actually found fluoride in this water. Well, you don't find fluoride in the Pacific Ocean.\"\u003c/p>\n\u003cp>Maroney said that a team from a materials specialist company has been called in to ensure \"a thorough sampling program\" and analysis.\u003c/p>\n\u003cp>Maroney did acknowledge that there are some areas where water can enter the bridge, but said that is not surprising, given that the project is being completed in stages.\u003c/p>\n\u003cp>\u003cspan style=\"line-height: 1.5\">\"You have to remember, construction's not done,\" said Maroney. \"We're still working on this structure, on both sides.\"\u003c/span>\u003c/p>\n\u003cp>At one point during the \u003cem>Forum\u003c/em> show, host Michael Krasny asked all three guests just how safe the bridge is.\u003c/p>\n\u003cp>\"If you have to be on a bridge in an earthquake, this is the bridge you want to be on,' said Maroney, citing his experience retrofitting structures throughout California.\u003c/p>\n\u003cp>\"I think the bridge is perfectly safe for everyday use,\" said Heminger. \"And I would trust Brian Maroney with my life, and I think all the rest of us should do the same. The bridge is fine. The issue is what happens in a major earthquake.\"\u003c/p>\n\u003cp>But Van Derbeken was not so confident. He said that people who have reviewed the bridge's record and decisions about the bridge question whether it is safe.\u003c/p>\n\u003cp>\"Everywhere we look in the span there seems to be stuff that was compromised in some way, or decisions were made to borrow into safety margins, or things that normally are sacrosanct had to be, for whatever reasons, borrowed to get the job done,\" said Van Derbeken.\u003c/p>\n\u003cp>He said people who have voiced concerns to Caltrans have been dismissed and have been essentially told: \"Go away. We understand where you're coming from, but we're satisfied.\"\u003c/p>\n\u003cp>Although Heminger said he is satisfied with the everyday safety of the bridge, he spoke for many when he expressed frustration with the ongoing saga of the eastern span:\u003c/p>\n\u003cp>\"I do think it's maddening that we're talking about these bolts almost two years after we opened this bridge to traffic.\"\u003c/p>\n\u003cp>You can listen to the complete \u003cem>Forum\u003c/em> conversation, including comments from Steve Heminger about holding people accountable, here:\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/205495415&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/205495415'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A 9-mile section of the Pacific Coast Highway just north of Malibu remains closed after a December rainstorm sent piles of debris down a steep hillside and choked off northbound lanes.\u003c/p>\n\u003cp>Caltrans is still in the process of removing the debris, but while it's at it, workers are taking steps to reduce the risk of more slides.\u003c/p>\n\u003cp>[soundcloud url=\"https://api.soundcloud.com/tracks/188167976\" params=\"color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\" width=\"100%\" height=\"166\" iframe=\"true\" /]\u003c/p>\n\u003cp>Allan Sharon is one of a team of 250 trained climbers that Caltrans has assembled -- all with different day jobs -- who periodically work an estimated 3,000 miles or more of state roads that wind through the hills and mountains and sit next to slopes with the potential for rockslides.\u003c/p>\n\u003cp>On a recent sunny morning, Sharon is helping set up anchors at the top of a slope that's about 150 feet above the Pacific Coast Highway. He's been with Caltrans for 22 years. Usually he works as a heavy equipment operator in the mountains of Ojai. Today his job is to identify any rocks or boulders at risk of falling and, well, make them fall — in a controlled way, of course. They call it scaling.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>\u003cem>\u003ca href=\"http://www.scpr.org/news/2015/01/16/49299/caltrans-fields-unique-team-of-climbers-to-keep-mo/\">Read the full story via KPCC\u003c/a>\u003c/em>\u003c/strong>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A 9-mile section of the Pacific Coast Highway just north of Malibu remains closed after a December rainstorm sent piles of debris down a steep hillside and choked off northbound lanes.\u003c/p>\n\u003cp>Caltrans is still in the process of removing the debris, but while it's at it, workers are taking steps to reduce the risk of more slides.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe width='100%' height='166'\n scrolling='no' frameborder='no'\n src='https://w.soundcloud.com/player/?url=https://api.soundcloud.com/tracks/188167976&visual=true&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false'\n title='https://api.soundcloud.com/tracks/188167976'>\n \u003c/iframe>\n \u003c/div>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Allan Sharon is one of a team of 250 trained climbers that Caltrans has assembled -- all with different day jobs -- who periodically work an estimated 3,000 miles or more of state roads that wind through the hills and mountains and sit next to slopes with the potential for rockslides.\u003c/p>\n\u003cp>On a recent sunny morning, Sharon is helping set up anchors at the top of a slope that's about 150 feet above the Pacific Coast Highway. He's been with Caltrans for 22 years. Usually he works as a heavy equipment operator in the mountains of Ojai. Today his job is to identify any rocks or boulders at risk of falling and, well, make them fall — in a controlled way, of course. They call it scaling.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Some Good News and Some Bad News About Bay Bridge Rods",
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"content": "\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\">\u003cimg class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Ready for the latest plot twists in the long-running Bay Bridge Eastern Span Steel-Rod Saga? Here they are:\u003c/p>\n\u003cp>\u003cstrong>Twist 1:\u003c/strong> Potentially bad news: Bridge officials and engineers on Tuesday reported new details of recently disclosed problems with the massive bolts that anchor the eastern span's tower. As the \u003ca href=\"http://www.sfgate.com/bayarea/article/Corrosion-feared-as-water-leaks-into-Bay-5781911.php\" target=\"_blank\">San Francisco Chronicle's Jaxon Van Derbeken reported last week\u003c/a>, engineers have discovered that virtually all of the 420-some 26-foot-long rods at the base of the tower have been sitting in water. That's a problem because steel rods under high tension and immersed in water might be prone to corrosion and even failure. Speaking as non-engineers but regular bridge users, we're guessing you don't want your 525-foot suspension tower anchored by steel that might snap.\u003c/p>\n\u003cp>[contextly_sidebar id=\"K2yGJdYKYyUWzrp2XDGEo6AIxo5Got9G\"]\u003c/p>\n\u003cp>\u003cstrong>Twist 2:\u003c/strong> Good news: the Metropolitan Transportation Commission's \u003ca href=\"http://files.mtc.ca.gov/pdf/TBPOC_Packet_30Sep14.pdf\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a> also reported Tuesday that inspection and testing of about 2,000 other major rods and bolts on the bridge shows they're in good shape. The condition of the rods became a concern in March 2013 when a batch of them installed in a seismic stability structure snapped after being tightened.\u003c/p>\n\u003cp>We'll get to that, but first, let's return to that first plot twist -- about the big rods at the tower base. Bridge officials say that the 424 rods, which vary from 3 to 4 inches in diameter, have been exposed to water that either infiltrated from the bay somehow or came from rain. The source is under investigation.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Why were they exposed? Because, in many cases, protective grouting was incomplete or missing. Here's how \u003ca href=\"http://www.sfgate.com/bayarea/article/Nearly-all-Bay-Bridge-tower-rods-sitting-in-water-5792535.php\" target=\"_blank\">the Chronicle describes the situation\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Caltrans resident engineer Bill Casey said crews had found water on 95 percent of the rods at the base of the tower, in most cases “1 or 2 inches” deep in pockets between grout that surrounds the rods in their sleeves and caulk caps intended to keep the sleeves dry.\u003c/p>\n\u003cp>However, 17 rods were not properly filled with grout, including one that had only a foot of the protective material in the 15-foot sleeve, Casey said. Those rods were stewing in several gallons of water. ...\u003c/p>\n\u003cp>... The rods were installed by Kiewit Construction, which had the fabrication contract for the 525-foot-tall tower foundation. They were put in place before the structure was added beginning in 2010.\u003c/p>\u003c/blockquote>\n\u003cp>Brian Maroney, the chief Caltrans engineer on the project, said the caulking may have failed when the rods at the tower base were tightened.\u003c/p>\n\u003cp>In their presentations Tuesday, engineers said steps are being taken to make sure the rods at the tower base are properly protected to prevent further corrosion. And they said that they don't believe the rods at the tower base are subject to snapping the way those in the seismic structure did last year. That's because even though both sets of rods apparently experienced long-term exposure to water, the tower rods are not under the same high tension that led the seismic rods to become brittle and break.\u003c/p>\n\u003cp>And that leads us back to Twist 2 in our story.\u003c/p>\n\u003cp>Maroney presented \u003ca href=\"http://baybridgeinfo.org/sites/default/files/pdf/SFOBB-SAS%20Evaluation%20of%20the%20A354BD%20Rods%20Final%20Report.pdf\">a 187-page report\u003c/a> on an intensive testing and inspection program for all the 2,000-plus rods and bolts on the bridge that are made of the same kind of steel that failed in the eastern span's seismic structure. The verdict: The rest of the rods in the bridge appear to be in good shape and show no evidence of the kind of embrittlement that led the seismic steel to snap.\u003c/p>\n\u003cp>\"To me one of the overwhelming lessons of this whole episode is that we should have been doing some sort of testing before we put these rods on the bridge, not after we installed them. We've been playing catch-up ever since,\" said Steve Heminger, executive director of the Metropolitan Transportation Commission and head of the toll bridge oversight panel.\u003c/p>\n\u003cp>Heminger has remained steadfastly upbeat as one problem after another has emerged in the new span's construction. The issues include the project's massive cost overruns -- it has cost about $6.5 billion, several times the original price tag -- questions about the quality of concrete used in bridge foundation, the discovery of water invading steel tendons that support the bridge's skyway structure, the discovery of water in structural supports in the suspension span, questions about the soundness of welding on sections of the bridge deck and allegations that Caltrans has mismanaged the project.\u003c/p>\n\u003cp>Tuesday, it sounded like Heminger's had enough bad news. \"I am a problem-solver,\" the Chron quotes him as saying about the new disclosures about the tower rods. \"This is another problem — I certainly wish we would stop finding problems to solve.\"\u003c/p>\n\u003cp>Sen. Mark DeSaulnier, D-Concord, is chairman of the state Senate Transportation and Housing Committee, which has been investigating the Bay Bridge construction problems. He said Tuesday that although he believes the new span is safe, he's concerned about what the future holds.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"How safe, and how much is it going to cost us to keep it safe, I think is a whole different discussion,\" he said. \"And it's my belief that unfortunately for people who commute over that bridge, people who pay the toll, they're going to be reading about these kinds of things for years to come.\"\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\">\u003cimg class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span, left, with older span, right. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Ready for the latest plot twists in the long-running Bay Bridge Eastern Span Steel-Rod Saga? Here they are:\u003c/p>\n\u003cp>\u003cstrong>Twist 1:\u003c/strong> Potentially bad news: Bridge officials and engineers on Tuesday reported new details of recently disclosed problems with the massive bolts that anchor the eastern span's tower. As the \u003ca href=\"http://www.sfgate.com/bayarea/article/Corrosion-feared-as-water-leaks-into-Bay-5781911.php\" target=\"_blank\">San Francisco Chronicle's Jaxon Van Derbeken reported last week\u003c/a>, engineers have discovered that virtually all of the 420-some 26-foot-long rods at the base of the tower have been sitting in water. That's a problem because steel rods under high tension and immersed in water might be prone to corrosion and even failure. Speaking as non-engineers but regular bridge users, we're guessing you don't want your 525-foot suspension tower anchored by steel that might snap.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Twist 2:\u003c/strong> Good news: the Metropolitan Transportation Commission's \u003ca href=\"http://files.mtc.ca.gov/pdf/TBPOC_Packet_30Sep14.pdf\" target=\"_blank\">Toll Bridge Program Oversight Committee\u003c/a> also reported Tuesday that inspection and testing of about 2,000 other major rods and bolts on the bridge shows they're in good shape. The condition of the rods became a concern in March 2013 when a batch of them installed in a seismic stability structure snapped after being tightened.\u003c/p>\n\u003cp>We'll get to that, but first, let's return to that first plot twist -- about the big rods at the tower base. Bridge officials say that the 424 rods, which vary from 3 to 4 inches in diameter, have been exposed to water that either infiltrated from the bay somehow or came from rain. The source is under investigation.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Why were they exposed? Because, in many cases, protective grouting was incomplete or missing. Here's how \u003ca href=\"http://www.sfgate.com/bayarea/article/Nearly-all-Bay-Bridge-tower-rods-sitting-in-water-5792535.php\" target=\"_blank\">the Chronicle describes the situation\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Caltrans resident engineer Bill Casey said crews had found water on 95 percent of the rods at the base of the tower, in most cases “1 or 2 inches” deep in pockets between grout that surrounds the rods in their sleeves and caulk caps intended to keep the sleeves dry.\u003c/p>\n\u003cp>However, 17 rods were not properly filled with grout, including one that had only a foot of the protective material in the 15-foot sleeve, Casey said. Those rods were stewing in several gallons of water. ...\u003c/p>\n\u003cp>... The rods were installed by Kiewit Construction, which had the fabrication contract for the 525-foot-tall tower foundation. They were put in place before the structure was added beginning in 2010.\u003c/p>\u003c/blockquote>\n\u003cp>Brian Maroney, the chief Caltrans engineer on the project, said the caulking may have failed when the rods at the tower base were tightened.\u003c/p>\n\u003cp>In their presentations Tuesday, engineers said steps are being taken to make sure the rods at the tower base are properly protected to prevent further corrosion. And they said that they don't believe the rods at the tower base are subject to snapping the way those in the seismic structure did last year. That's because even though both sets of rods apparently experienced long-term exposure to water, the tower rods are not under the same high tension that led the seismic rods to become brittle and break.\u003c/p>\n\u003cp>And that leads us back to Twist 2 in our story.\u003c/p>\n\u003cp>Maroney presented \u003ca href=\"http://baybridgeinfo.org/sites/default/files/pdf/SFOBB-SAS%20Evaluation%20of%20the%20A354BD%20Rods%20Final%20Report.pdf\">a 187-page report\u003c/a> on an intensive testing and inspection program for all the 2,000-plus rods and bolts on the bridge that are made of the same kind of steel that failed in the eastern span's seismic structure. The verdict: The rest of the rods in the bridge appear to be in good shape and show no evidence of the kind of embrittlement that led the seismic steel to snap.\u003c/p>\n\u003cp>\"To me one of the overwhelming lessons of this whole episode is that we should have been doing some sort of testing before we put these rods on the bridge, not after we installed them. We've been playing catch-up ever since,\" said Steve Heminger, executive director of the Metropolitan Transportation Commission and head of the toll bridge oversight panel.\u003c/p>\n\u003cp>Heminger has remained steadfastly upbeat as one problem after another has emerged in the new span's construction. The issues include the project's massive cost overruns -- it has cost about $6.5 billion, several times the original price tag -- questions about the quality of concrete used in bridge foundation, the discovery of water invading steel tendons that support the bridge's skyway structure, the discovery of water in structural supports in the suspension span, questions about the soundness of welding on sections of the bridge deck and allegations that Caltrans has mismanaged the project.\u003c/p>\n\u003cp>Tuesday, it sounded like Heminger's had enough bad news. \"I am a problem-solver,\" the Chron quotes him as saying about the new disclosures about the tower rods. \"This is another problem — I certainly wish we would stop finding problems to solve.\"\u003c/p>\n\u003cp>Sen. Mark DeSaulnier, D-Concord, is chairman of the state Senate Transportation and Housing Committee, which has been investigating the Bay Bridge construction problems. He said Tuesday that although he believes the new span is safe, he's concerned about what the future holds.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"How safe, and how much is it going to cost us to keep it safe, I think is a whole different discussion,\" he said. \"And it's my belief that unfortunately for people who commute over that bridge, people who pay the toll, they're going to be reading about these kinds of things for years to come.\"\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>By \u003ca href=\"https://twitter.com/JWilliamsAP\" target=\"_blank\">Juliet Williams\u003c/a>\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"The new eastern span of the Bay Bridge shortly before it opened last September. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The new eastern span of the Bay Bridge shortly before it opened last September. (Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SACRAMENTO -- Senior officials who oversaw construction of the $6.5 billion eastern span of the San Francisco-Oakland Bay Bridge repeatedly and deliberately brushed off criticism about construction problems and sought to keep information secret as part of an \"institutionalized, if not malicious, lack of transparency in the project,\" a state Senate investigative report released Thursday found.\u003c/p>\n\u003cp>The 64-page report, commissioned by the Senate Committee on Transportation and Housing in the wake of numerous media reports about construction flaws, cost overruns and delays, found a pattern of mismanagement among Caltrans officials and systemic failures in the way problems were reported and tracked.\u003c/p>\n\u003cp>However, none of the dozens of people interviewed has said the bridge is unsafe, the report said. (Report embedded below: \"\u003ca href=\"#baybridgereport\">San Francisco-Oakland Bay Bridge: Basic Reforms for the Future\u003c/a>.\")\u003c/p>\n\u003cp>\"Even the most aggrieved critics involved in the construction say they have confidence in the integrity of the structure,\" the report said, though many believe \"the officially estimated 150-year lifespan is exaggerated.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"It is the finding of this investigation that those involved in overseeing the project have attempted to keep many serious allegations quiet, rather than dealing with them in an open, businesslike manner,\" the report said.\u003c/p>\n\u003cp>Most of the serious criticisms of the project were revealed by the news media rather than by government agencies.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty called the report flawed and said it failed to incorporate many of the corrections his agency pointed out after a draft was discussed at a hearing in January. (Embedded below: \u003ca href=\"#caltransresponse\">Official Caltrans response to Bay Bridge report\u003c/a>.\u003c/p>\n\u003cp>\"This report rehashes issues that have been investigated, reviewed and in many cases resolved,\" Dougherty said in a written statement. \"Any concerns about welds, anchor rods, tendons, leaks, and foundation testing have been investigated, in many cases by outside experts, and resolved.\"\u003c/p>\n\u003cp>The report came the same day a separate review by an independent panel of engineers found the engineering and design work met safety standards.\u003c/p>\n\u003cp>Dougherty acknowledged that the process was too secretive, partly because the legislation that created the toll bridge oversight committee for the bridge exempted it from California's open meetings law.\u003c/p>\n\u003cp>In retrospect, that was a mistake, Dougherty said in an interview.\u003c/p>\n\u003cp>The new state Senate report says there was an unspoken directive not to document problems in writing. Dougherty said that while he was not present for many of the verbal conversations referenced in the report, in his 24 years at the agency, \"I have never run into this non-documentation.\"\u003c/p>\n\u003cp>\"I would hope that I'd be able to say that it's not the culture of the agency,\" he said, adding that officials have specific requirements about daily reports and how to document them. \"There should not be any direction not to document any issues.\"\u003c/p>\n\u003cp>The report also affirms reporting by the Sacramento Bee that Caltrans knowingly accepted potentially hazardous work by a Chinese firm that welded most of the new roadway and tower.\u003c/p>\n\u003cp>Numerous inspectors, both private contractors and Caltrans employees, said they raised red flags about cracked welds on deck panels. A mandatory state audit found the Shanghai company was inexperienced and its employees were not well trained.\u003c/p>\n\u003cp>One contractor assigned to inspect the panels said he was admonished by senior Caltrans officials for being \"too rigorous.\" His firm's contract was not renewed when it expired in 2008. The report concluded it was one of numerous instances in which people and companies were punished for pointing out problems.\u003c/p>\n\u003cp>The report, which will be discussed at a hearing next Tuesday of the Transportation and Housing Committee, also found:\u003c/p>\n\u003cul>\n\u003cli>Objections that would further delay the project were rejected.\u003c/li>\n\u003cli>The state has spent $13 million on a database system designed to track bridge welding and address an outdated record-keeping system, but the system is still not available after seven years.\u003c/li>\n\u003cli>Some engineers were told to send critical emails without a subject line so they would be harder to retrieve in a public records request.\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca id=\"baybridgereport\">\u003c/a>\u003ciframe id=\"doc_91788\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235623599/content?start_page=1&view_mode=scroll&show_recommendations=false\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"caltransresponse\">\u003c/a>\u003ciframe id=\"doc_33703\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235625117/content?start_page=1&view_mode=scroll&show_recommendations=false\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By \u003ca href=\"https://twitter.com/JWilliamsAP\" target=\"_blank\">Juliet Williams\u003c/a>\u003cbr>\nAssociated Press\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"The new eastern span of the Bay Bridge shortly before it opened last September. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The new eastern span of the Bay Bridge shortly before it opened last September. (Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>SACRAMENTO -- Senior officials who oversaw construction of the $6.5 billion eastern span of the San Francisco-Oakland Bay Bridge repeatedly and deliberately brushed off criticism about construction problems and sought to keep information secret as part of an \"institutionalized, if not malicious, lack of transparency in the project,\" a state Senate investigative report released Thursday found.\u003c/p>\n\u003cp>The 64-page report, commissioned by the Senate Committee on Transportation and Housing in the wake of numerous media reports about construction flaws, cost overruns and delays, found a pattern of mismanagement among Caltrans officials and systemic failures in the way problems were reported and tracked.\u003c/p>\n\u003cp>However, none of the dozens of people interviewed has said the bridge is unsafe, the report said. (Report embedded below: \"\u003ca href=\"#baybridgereport\">San Francisco-Oakland Bay Bridge: Basic Reforms for the Future\u003c/a>.\")\u003c/p>\n\u003cp>\"Even the most aggrieved critics involved in the construction say they have confidence in the integrity of the structure,\" the report said, though many believe \"the officially estimated 150-year lifespan is exaggerated.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"It is the finding of this investigation that those involved in overseeing the project have attempted to keep many serious allegations quiet, rather than dealing with them in an open, businesslike manner,\" the report said.\u003c/p>\n\u003cp>Most of the serious criticisms of the project were revealed by the news media rather than by government agencies.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty called the report flawed and said it failed to incorporate many of the corrections his agency pointed out after a draft was discussed at a hearing in January. (Embedded below: \u003ca href=\"#caltransresponse\">Official Caltrans response to Bay Bridge report\u003c/a>.\u003c/p>\n\u003cp>\"This report rehashes issues that have been investigated, reviewed and in many cases resolved,\" Dougherty said in a written statement. \"Any concerns about welds, anchor rods, tendons, leaks, and foundation testing have been investigated, in many cases by outside experts, and resolved.\"\u003c/p>\n\u003cp>The report came the same day a separate review by an independent panel of engineers found the engineering and design work met safety standards.\u003c/p>\n\u003cp>Dougherty acknowledged that the process was too secretive, partly because the legislation that created the toll bridge oversight committee for the bridge exempted it from California's open meetings law.\u003c/p>\n\u003cp>In retrospect, that was a mistake, Dougherty said in an interview.\u003c/p>\n\u003cp>The new state Senate report says there was an unspoken directive not to document problems in writing. Dougherty said that while he was not present for many of the verbal conversations referenced in the report, in his 24 years at the agency, \"I have never run into this non-documentation.\"\u003c/p>\n\u003cp>\"I would hope that I'd be able to say that it's not the culture of the agency,\" he said, adding that officials have specific requirements about daily reports and how to document them. \"There should not be any direction not to document any issues.\"\u003c/p>\n\u003cp>The report also affirms reporting by the Sacramento Bee that Caltrans knowingly accepted potentially hazardous work by a Chinese firm that welded most of the new roadway and tower.\u003c/p>\n\u003cp>Numerous inspectors, both private contractors and Caltrans employees, said they raised red flags about cracked welds on deck panels. A mandatory state audit found the Shanghai company was inexperienced and its employees were not well trained.\u003c/p>\n\u003cp>One contractor assigned to inspect the panels said he was admonished by senior Caltrans officials for being \"too rigorous.\" His firm's contract was not renewed when it expired in 2008. The report concluded it was one of numerous instances in which people and companies were punished for pointing out problems.\u003c/p>\n\u003cp>The report, which will be discussed at a hearing next Tuesday of the Transportation and Housing Committee, also found:\u003c/p>\n\u003cul>\n\u003cli>Objections that would further delay the project were rejected.\u003c/li>\n\u003cli>The state has spent $13 million on a database system designed to track bridge welding and address an outdated record-keeping system, but the system is still not available after seven years.\u003c/li>\n\u003cli>Some engineers were told to send critical emails without a subject line so they would be harder to retrieve in a public records request.\u003c/li>\n\u003c/ul>\n\u003cp>\u003ca id=\"baybridgereport\">\u003c/a>\u003ciframe id=\"doc_91788\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235623599/content?start_page=1&view_mode=scroll&show_recommendations=false\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca id=\"caltransresponse\">\u003c/a>\u003ciframe id=\"doc_33703\" class=\"scribd_iframe_embed\" src=\"//www.scribd.com/embeds/235625117/content?start_page=1&view_mode=scroll&show_recommendations=false\" width=\"100%\" height=\"600\" frameborder=\"0\" scrolling=\"no\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "DeSaulnier Wants Criminal Probe of Bay Bridge Construction",
"title": "DeSaulnier Wants Criminal Probe of Bay Bridge Construction",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\">\u003cimg class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The new eastern span of the Bay Bridge has been open nearly 11 months now. But the controversy over construction problems and cost overruns on the structure, which has been building for years, shows no sign of abating.\u003c/p>\n\u003cp>The latest sign: State Sen. Mark DeSaulnier (D-Concord) called, \u003ca href=\"http://www.sacbee.com/2014/07/26/6584786/state-senator-calls-for-criminal.html\" target=\"_blank\">via a story in the Sacramento Bee\u003c/a> over the weekend, for a criminal investigation into the construction issues. DeSaulnier says a report that his Senate Transportation and Housing Committee will release this week shows that Caltrans knowingly accepted substandard work at public expense.\u003c/p>\n\u003cp>The new report, which follows \u003ca href=\"http://ww2.kqed.org/news/2014/01/23/state-senate-report-on-bay-bridge-construction\" target=\"_blank\">a draft released in January\u003c/a>, will be the subject of a Sacramento hearing next week. DeSaulnier told the Bee's Charles Piller, who has produced a long series of investigative stories on the woes that have attended the bridge's construction, that some of the testimony expected is \"quite disturbing.\"\u003c/p>\n\u003cp>DeSaulnier, \u003ca href=\"http://sd07.senate.ca.gov/biography\" target=\"_blank\">in his second term in the state Senate\u003c/a>, is running to replace retiring Rep. George Miller (D-Martinez) in Congress.\u003c/p>\n\u003cp>Just to review, here are some of the problems tied to the bridge's construction: political battles over the bridge's design; the failure of massive steel rods designed to anchor the span's seismic stability devices; questions about the soundness of steel used in more than 2,000 other steel rods and bolts; leaks in the bridge's skyway structure that exposed crucial steel tendons to moisture and corrosion; leaks in the suspension span that could corrode structural steel; cracked welds in sections of road deck; and steel particles in the suspension tower's gleaming white finish that are causing it to yellow prematurely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The price tag for all that (and, yes, a functional bridge): $6.5 billion and counting (the San Francisco Chronicle's Phil Matier and Andrew Ross \u003ca href=\"http://www.sfgate.com/default/article/The-high-toll-of-needed-testing-on-Bay-Bridge-5650513.php\" target=\"_blank\">report today on the mounting bill\u003c/a> for testing the steel rods and bolts).\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/160730385&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\">\u003c/iframe>\u003c/p>\n\u003cp>In Piller's weekend story for the Bee, DeSaulnier said he wants independent authorities — experts who haven't been affiliated with the span's construction — to conduct a \"comprehensive review\" of the structure's defects. He also said he'd like the Federal Highway Administration to review Caltrans' handling of the project.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty told Piller he'd welcome further oversight, adding that he looks forward to next week's Senate hearing “as an opportunity to talk about why our confidence is so high” in the safety of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Piller's story continues:\u003c/p>\n\u003cblockquote>\u003cp>Steve Heminger, executive director of the Metropolitan Transportation Commission and chairman of the oversight committee for Bay Bridge construction, recently said that some independent experts have “let perfect be the enemy of the good.” He and Caltrans say that the bridge is solid and will last 150 years. He declined to be interviewed for this story.\u003c/p>\n\u003cp>After years of delays and $5 billion in costs beyond the initial estimate, DeSaulnier said, neither he nor the public can passively accept such reassurances.\u003c/p>\n\u003cp>“We don’t know what we got for that – how much it will cost to maintain the bridge and what will happen when there’s another (major earthquake),” he said. “That’s three strikes to me. It’s a long way from perfection.”\u003c/p>\n\u003cp>DeSaulnier said officials have shown “indifference at the best, and at the worst, disdain, for the people who pay for the bridge” via taxes, and tolls that have risen sixfold since 1997.\u003c/p>\u003c/blockquote>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_107955\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\">\u003cimg class=\"size-full wp-image-107955\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/08/Bay-bridge-640.jpg\" alt=\"Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\" width=\"640\" height=\"480\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Bridge's new eastern span before it opened on Labor Day 2013. (Andrew Stelzer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The new eastern span of the Bay Bridge has been open nearly 11 months now. But the controversy over construction problems and cost overruns on the structure, which has been building for years, shows no sign of abating.\u003c/p>\n\u003cp>The latest sign: State Sen. Mark DeSaulnier (D-Concord) called, \u003ca href=\"http://www.sacbee.com/2014/07/26/6584786/state-senator-calls-for-criminal.html\" target=\"_blank\">via a story in the Sacramento Bee\u003c/a> over the weekend, for a criminal investigation into the construction issues. DeSaulnier says a report that his Senate Transportation and Housing Committee will release this week shows that Caltrans knowingly accepted substandard work at public expense.\u003c/p>\n\u003cp>The new report, which follows \u003ca href=\"http://ww2.kqed.org/news/2014/01/23/state-senate-report-on-bay-bridge-construction\" target=\"_blank\">a draft released in January\u003c/a>, will be the subject of a Sacramento hearing next week. DeSaulnier told the Bee's Charles Piller, who has produced a long series of investigative stories on the woes that have attended the bridge's construction, that some of the testimony expected is \"quite disturbing.\"\u003c/p>\n\u003cp>DeSaulnier, \u003ca href=\"http://sd07.senate.ca.gov/biography\" target=\"_blank\">in his second term in the state Senate\u003c/a>, is running to replace retiring Rep. George Miller (D-Martinez) in Congress.\u003c/p>\n\u003cp>Just to review, here are some of the problems tied to the bridge's construction: political battles over the bridge's design; the failure of massive steel rods designed to anchor the span's seismic stability devices; questions about the soundness of steel used in more than 2,000 other steel rods and bolts; leaks in the bridge's skyway structure that exposed crucial steel tendons to moisture and corrosion; leaks in the suspension span that could corrode structural steel; cracked welds in sections of road deck; and steel particles in the suspension tower's gleaming white finish that are causing it to yellow prematurely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The price tag for all that (and, yes, a functional bridge): $6.5 billion and counting (the San Francisco Chronicle's Phil Matier and Andrew Ross \u003ca href=\"http://www.sfgate.com/default/article/The-high-toll-of-needed-testing-on-Bay-Bridge-5650513.php\" target=\"_blank\">report today on the mounting bill\u003c/a> for testing the steel rods and bolts).\u003c/p>\n\u003cp>\u003ciframe width=\"100%\" height=\"166\" scrolling=\"no\" frameborder=\"no\" src=\"https://w.soundcloud.com/player/?url=https%3A//api.soundcloud.com/tracks/160730385&color=ff5500&auto_play=false&hide_related=false&show_comments=true&show_user=true&show_reposts=false\">\u003c/iframe>\u003c/p>\n\u003cp>In Piller's weekend story for the Bee, DeSaulnier said he wants independent authorities — experts who haven't been affiliated with the span's construction — to conduct a \"comprehensive review\" of the structure's defects. He also said he'd like the Federal Highway Administration to review Caltrans' handling of the project.\u003c/p>\n\u003cp>Caltrans Director Malcolm Dougherty told Piller he'd welcome further oversight, adding that he looks forward to next week's Senate hearing “as an opportunity to talk about why our confidence is so high” in the safety of the bridge.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Piller's story continues:\u003c/p>\n\u003cblockquote>\u003cp>Steve Heminger, executive director of the Metropolitan Transportation Commission and chairman of the oversight committee for Bay Bridge construction, recently said that some independent experts have “let perfect be the enemy of the good.” He and Caltrans say that the bridge is solid and will last 150 years. He declined to be interviewed for this story.\u003c/p>\n\u003cp>After years of delays and $5 billion in costs beyond the initial estimate, DeSaulnier said, neither he nor the public can passively accept such reassurances.\u003c/p>\n\u003cp>“We don’t know what we got for that – how much it will cost to maintain the bridge and what will happen when there’s another (major earthquake),” he said. “That’s three strikes to me. It’s a long way from perfection.”\u003c/p>\n\u003cp>DeSaulnier said officials have shown “indifference at the best, and at the worst, disdain, for the people who pay for the bridge” via taxes, and tolls that have risen sixfold since 1997.\u003c/p>\u003c/blockquote>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Video: During Demolition, One Last View from the Old Bay Bridge",
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"content": "\u003caside class=\"aligncenter\">[vimeo 98598350 w=640 h=360]\u003c/aside>\n\u003cp>In the shadow of the glistening, problem-wracked new Bay Bridge, the original eastern span is coming down piece by piece.\u003c/p>\n\u003cp>A few weeks ago, equipped with standard-issue hard hat, bright orange safety vest, plastic goggles and borrowed work boots, I venture onto the live demolition site.\u003c/p>\n\u003cp>Approaching from the Oakland side, we take an access road that feeds into the severed lower deck of the original span. As we pass through the first of three security checkpoints, the scene turns apocalyptic — a single truck driving down the center of an abandoned roadway.\u003c/p>\n\u003cfigure id=\"attachment_139573\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/rearview.jpg\">\u003cimg class=\"size-full wp-image-139573\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/rearview.jpg\" alt=\"A rearview mirror reflects the apocalyptic scene driving onto the old Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rearview mirror reflects the apocalyptic scene driving onto the old Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Behind a second and then a third security gate, construction materials appear strewn along the side of the road. A little further, the hum of traffic on the new, neighboring bridge is slowly replaced by the din and whir of construction.\u003c/p>\n\u003cp>About a dozen vehicles are parked in front of a final gate — the last few hundred yards are traveled on foot. Stepping out of the truck and onto the concrete deck stripped bare of asphalt, I pass a pile of twisted metal. It's a discarded traveler, part of a scaffolding system that maintenance workers used to access hard-to-reach parts of the old bridge.\u003c/p>\n\u003cfigure id=\"attachment_139578\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/workers-deck.jpg\">\u003cimg class=\"size-full wp-image-139578\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/workers-deck.jpg\" alt=\"Emerging from the shadow of the upper deck on the old east span of the Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Emerging from the shadow of the upper deck on the old east span of the Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Continuing west: The darkness of the lower deck fades away as you walk out of the shadow of the upper deck.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Workers mill around the last 100 yards of the eastern section of the bridge, marked by a final barricade with the warning: “Active Demolition, No access beyond this point.” A forklift rumbles by, and I can feel the bridge wobble and sway beneath me.\u003c/p>\n\u003cfigure id=\"attachment_139574\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/danger-sign.jpg\">\u003cimg class=\"size-full wp-image-139574\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/danger-sign.jpg\" alt=\"A final barricade on the edge of the eastern half of the old Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"368\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A final barricade on the edge of the eastern half of the old Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Work is temporarily halted on account of wind direction. About a dozen men stand around, waiting for the headlong easterly winds to shift south-southeast so that any potentially noxious debris set loose by cutting through 80-year-old steel can be carried away from workers on both bridges, old and new.\u003c/p>\n\u003cp>The delay lets me slip behind the final barricade and walk to the edge. The first part of the eastern span to go is the cantilever truss section, starting with the suspended span stretching between the two towers. Now the old east span is in two parts, separated by a 500-foot gap — and the bay, 300 feet below.\u003c/p>\n\u003cfigure id=\"attachment_139581\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/view-from-the-edge.jpg\">\u003cimg class=\"size-full wp-image-139581\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/view-from-the-edge.jpg\" alt=\"The view from the edge of the eastern half of the old east span of the Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The view from the edge of the eastern half of the old east span of the Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Stretching out from under the edge is a roughly 50-foot wooden platform,strewn with cables and construction debris. This platform, and the slanted wooden structures along the sides of the bridge, serve as mobile debris shields intended to prevent as much as 95 percent of construction debris from falling into the bay, according to chief project engineer Bill Howe.\u003c/p>\n\u003cfigure id=\"attachment_139583\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/steel-cutting.jpg\">\u003cimg class=\"size-full wp-image-139583\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/steel-cutting.jpg\" alt=\"A worker cuts through the a section of the cantilever truss section of the old Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"363\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A worker cuts through the a section of the cantilever truss section of the old Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Once the wind cooperates, work continues. Several men don headgear and pile into a yellow metal basket that hoists them even farther above the bay. With temporary support beams in place, the men resume the arduous task of cutting through the superstructure, severing steel columns that will then be lifted out of place, piece by piece.\u003c/p>\n\u003cfigure id=\"attachment_139586\" class=\"wp-caption aligncenter\" style=\"max-width: 326px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/demo-diagram.jpg\">\u003cimg class=\"wp-image-139586 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/demo-diagram.jpg\" alt=\"Two color-coded diagrams depicting the demolition process. Provided by the San Francisco-Oakland Bay Bridge Seismic Safety Project coalition.\" width=\"326\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Two color-coded diagrams depicting the demolition process. Provided by the San Francisco-Oakland Bay Bridge Seismic Safety Project coalition.\u003c/figcaption>\u003c/figure>\n\u003cp>According to Bill Howe, one of the goals of the demolition project was to have it take place essentially in the reverse order in which the bridge was constructed. Engineers consulted a \u003ca href=\"http://www.oac.cdlib.org/view?docId=tf4h4nb6gf;developer=local;style=oac4;doc.view=items\" target=\"_blank\">collection of photographs\u003c/a> on display at UC Berkeley’s Bancroft Library documenting the bridge’s construction from 1933 to 1936.\u003c/p>\n\u003cp>“If you look at those photographs, and compare them to the way the dismantling is going, they’re very nearly identical. It’s just the reverse order of the way the bridge was built,” Howe says.\u003c/p>\n\u003cfigure id=\"attachment_139589\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/I0035761A.jpg\">\u003cimg class=\"size-medium wp-image-139589\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/I0035761A-640x426.jpg\" alt=\"A view of the suspended span of the Bay Bridge, dated March 22, 1936. (Courtesy: The Bancroft Library, UC Berkeley)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the suspended span of the Bay Bridge, dated March 22, 1936. (Courtesy: The Bancroft Library, UC Berkeley)\u003c/figcaption>\u003c/figure>\n\u003cp>The complete demolition will take three years — the same amount of time it took workers to construct the entire original bridge in the 1930s.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to Howe, “It’s out with the old and in with the new.”\u003c/p>\n\u003cfigure id=\"attachment_139592\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/old-from-boat.jpg\">\u003cimg class=\"size-full wp-image-139592\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/old-from-boat.jpg\" alt=\"The Bay Bridge's old eastern span as seen from from a boat between the old and new spans.(Adam Grossberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Bay Bridge's old eastern span as seen from from a boat between the old and new spans. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/aside>\n\u003cp>In the shadow of the glistening, problem-wracked new Bay Bridge, the original eastern span is coming down piece by piece.\u003c/p>\n\u003cp>A few weeks ago, equipped with standard-issue hard hat, bright orange safety vest, plastic goggles and borrowed work boots, I venture onto the live demolition site.\u003c/p>\n\u003cp>Approaching from the Oakland side, we take an access road that feeds into the severed lower deck of the original span. As we pass through the first of three security checkpoints, the scene turns apocalyptic — a single truck driving down the center of an abandoned roadway.\u003c/p>\n\u003cfigure id=\"attachment_139573\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/rearview.jpg\">\u003cimg class=\"size-full wp-image-139573\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/rearview.jpg\" alt=\"A rearview mirror reflects the apocalyptic scene driving onto the old Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A rearview mirror reflects the apocalyptic scene driving onto the old Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Behind a second and then a third security gate, construction materials appear strewn along the side of the road. A little further, the hum of traffic on the new, neighboring bridge is slowly replaced by the din and whir of construction.\u003c/p>\n\u003cp>About a dozen vehicles are parked in front of a final gate — the last few hundred yards are traveled on foot. Stepping out of the truck and onto the concrete deck stripped bare of asphalt, I pass a pile of twisted metal. It's a discarded traveler, part of a scaffolding system that maintenance workers used to access hard-to-reach parts of the old bridge.\u003c/p>\n\u003cfigure id=\"attachment_139578\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/workers-deck.jpg\">\u003cimg class=\"size-full wp-image-139578\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/workers-deck.jpg\" alt=\"Emerging from the shadow of the upper deck on the old east span of the Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Emerging from the shadow of the upper deck on the old east span of the Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Continuing west: The darkness of the lower deck fades away as you walk out of the shadow of the upper deck.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Workers mill around the last 100 yards of the eastern section of the bridge, marked by a final barricade with the warning: “Active Demolition, No access beyond this point.” A forklift rumbles by, and I can feel the bridge wobble and sway beneath me.\u003c/p>\n\u003cfigure id=\"attachment_139574\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/danger-sign.jpg\">\u003cimg class=\"size-full wp-image-139574\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/danger-sign.jpg\" alt=\"A final barricade on the edge of the eastern half of the old Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"368\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A final barricade on the edge of the eastern half of the old Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Work is temporarily halted on account of wind direction. About a dozen men stand around, waiting for the headlong easterly winds to shift south-southeast so that any potentially noxious debris set loose by cutting through 80-year-old steel can be carried away from workers on both bridges, old and new.\u003c/p>\n\u003cp>The delay lets me slip behind the final barricade and walk to the edge. The first part of the eastern span to go is the cantilever truss section, starting with the suspended span stretching between the two towers. Now the old east span is in two parts, separated by a 500-foot gap — and the bay, 300 feet below.\u003c/p>\n\u003cfigure id=\"attachment_139581\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/view-from-the-edge.jpg\">\u003cimg class=\"size-full wp-image-139581\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/view-from-the-edge.jpg\" alt=\"The view from the edge of the eastern half of the old east span of the Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The view from the edge of the eastern half of the old east span of the Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Stretching out from under the edge is a roughly 50-foot wooden platform,strewn with cables and construction debris. This platform, and the slanted wooden structures along the sides of the bridge, serve as mobile debris shields intended to prevent as much as 95 percent of construction debris from falling into the bay, according to chief project engineer Bill Howe.\u003c/p>\n\u003cfigure id=\"attachment_139583\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/steel-cutting.jpg\">\u003cimg class=\"size-full wp-image-139583\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/steel-cutting.jpg\" alt=\"A worker cuts through the a section of the cantilever truss section of the old Bay Bridge. (Adam Grossberg/KQED)\" width=\"640\" height=\"363\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A worker cuts through the a section of the cantilever truss section of the old Bay Bridge. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Once the wind cooperates, work continues. Several men don headgear and pile into a yellow metal basket that hoists them even farther above the bay. With temporary support beams in place, the men resume the arduous task of cutting through the superstructure, severing steel columns that will then be lifted out of place, piece by piece.\u003c/p>\n\u003cfigure id=\"attachment_139586\" class=\"wp-caption aligncenter\" style=\"max-width: 326px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/demo-diagram.jpg\">\u003cimg class=\"wp-image-139586 size-full\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/demo-diagram.jpg\" alt=\"Two color-coded diagrams depicting the demolition process. Provided by the San Francisco-Oakland Bay Bridge Seismic Safety Project coalition.\" width=\"326\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Two color-coded diagrams depicting the demolition process. Provided by the San Francisco-Oakland Bay Bridge Seismic Safety Project coalition.\u003c/figcaption>\u003c/figure>\n\u003cp>According to Bill Howe, one of the goals of the demolition project was to have it take place essentially in the reverse order in which the bridge was constructed. Engineers consulted a \u003ca href=\"http://www.oac.cdlib.org/view?docId=tf4h4nb6gf;developer=local;style=oac4;doc.view=items\" target=\"_blank\">collection of photographs\u003c/a> on display at UC Berkeley’s Bancroft Library documenting the bridge’s construction from 1933 to 1936.\u003c/p>\n\u003cp>“If you look at those photographs, and compare them to the way the dismantling is going, they’re very nearly identical. It’s just the reverse order of the way the bridge was built,” Howe says.\u003c/p>\n\u003cfigure id=\"attachment_139589\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/I0035761A.jpg\">\u003cimg class=\"size-medium wp-image-139589\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/I0035761A-640x426.jpg\" alt=\"A view of the suspended span of the Bay Bridge, dated March 22, 1936. (Courtesy: The Bancroft Library, UC Berkeley)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the suspended span of the Bay Bridge, dated March 22, 1936. (Courtesy: The Bancroft Library, UC Berkeley)\u003c/figcaption>\u003c/figure>\n\u003cp>The complete demolition will take three years — the same amount of time it took workers to construct the entire original bridge in the 1930s.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>According to Howe, “It’s out with the old and in with the new.”\u003c/p>\n\u003cfigure id=\"attachment_139592\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/old-from-boat.jpg\">\u003cimg class=\"size-full wp-image-139592\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/06/old-from-boat.jpg\" alt=\"The Bay Bridge's old eastern span as seen from from a boat between the old and new spans.(Adam Grossberg/KQED)\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Bay Bridge's old eastern span as seen from from a boat between the old and new spans. (Adam Grossberg/KQED)\u003c/figcaption>\u003c/figure>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "New Problem With Bay Bridge Span Could Pose Danger in Quake",
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"content": "\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"The new eastern span of the Bay Bridge shortly after it opened last September. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The new eastern span of the Bay Bridge shortly after it opened last September. (Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area has gone four weeks without a disclosure of problems on the new eastern span of the Bay Bridge. The San Francisco Chronicle's Jaxon Van Derbeken is among those ending the revelation drought with \u003ca href=\"http://www.sfgate.com/bayarea/article/New-Bay-Bridge-defect-could-be-trouble-in-5482092.php\" target=\"_blank\">a story on a potentially major problem\u003c/a> with rods that anchor the spans's main cable. (The Sacramento Bee's \u003ca href=\"http://www.sacbee.com/2014/05/15/6408924/bay-bridge-rods-helping-hold-main.html\" target=\"_blank\">Charles Piller reported on the issue\u003c/a> on Thursday.) Here's the top of Van Derbeken's piece:\u003c/p>\n\u003cblockquote>\u003cp>Steel rods that anchor the Bay Bridge eastern span's massive main cable have shifted since they were installed and are now perilously close to sharp-edged plates inside the belly of the new bridge, a problem Caltrans acknowledges could take months and millions of dollars to fix. Caltrans engineers say more than 200 high-strength rods could be jerked in a major earthquake into those sharp edges, risking damage to the main cable and possibly threatening the bridge's stability. \"We need to do whatever we need to do so this does not happen,\" Brian Maroney, Caltrans' chief engineer on the bridge, said Thursday.\u003c/p>\u003c/blockquote>\n\u003cp>Let's step back from the bad news for a second and say: That new span sure is beautiful. And it gives you the perfect vantage point to watch crews dismantle the old eastern span, which except for \u003ca href=\"http://earthquake.usgs.gov/regional/nca/1989/\" target=\"_blank\">17 horrifying seconds in 1989\u003c/a>, spared its hundreds of thousands of daily users much drama. The new span, by contrast, is full of suspense. Even before it opened, it was delivering surprises: The massive rods designed to anchor seismic-stability devices cracked, leading to months of questions about the steel used in the bridge and a scramble to find a fix. Some of the steel tendons designed to strengthen the bridge's long concrete skyway were found to be inadequately protected from the weather. After the bridge opened in September, \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\" target=\"_blank\">engineers discovered\u003c/a> that supposedly watertight support structures beneath the suspension span's road deck were leaking, \u003ca href=\"http://ww2.kqed.org/news/2014/04/18/even-more-bay-bridge-problems/\" target=\"_blank\">posing a serious corrosion threat\u003c/a>. And now, issues with the rods anchoring the cables.\u003c/p>\n\u003cp>It used to be that when I saw work crews on the bridge, I'd think, \"You know, Caltrans does a great job keeping up with the maintenance on this fine old bridge.\" When I see workers on the new span these days, I wonder, \"What's wrong now?\" \u003ca href=\"http://www.sfgate.com/bayarea/article/New-Bay-Bridge-defect-could-be-trouble-in-5482092.php\" target=\"_blank\">In his story,\u003c/a> Van Derbeken says the steel rods anchoring the cable have shifted because of a seemingly innocuous decision made during construction: to enlarge a single cable-anchor hole. Caltrans engineers and local transportation officials are optimistic they'll be able to deal with the problem fairly quickly, although the Bee's Piller quotes one expert as saying that making the fixes could be very challenging. Van Derbeken's piece ends on a disquieting note:\u003c/p>\n\u003cblockquote>\u003cp>Bob Bea, an emeritus professor of civil engineering at UC Berkeley and risk analysis expert, said the latest snafu was a \"predictable surprise\" because of the builder's decision to make one hole bigger than the others. \"It's something that you could have predicted if you thought more about it, but you didn't think deeply about it,\" he said. \"It's easy for these damn details to sneak through the design process - that's what seems to be going on here. I wonder what other things are lurking in the darkness.\"\u003c/p>\u003c/blockquote>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"The new eastern span of the Bay Bridge shortly after it opened last September. (Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The new eastern span of the Bay Bridge shortly after it opened last September. (Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The Bay Area has gone four weeks without a disclosure of problems on the new eastern span of the Bay Bridge. The San Francisco Chronicle's Jaxon Van Derbeken is among those ending the revelation drought with \u003ca href=\"http://www.sfgate.com/bayarea/article/New-Bay-Bridge-defect-could-be-trouble-in-5482092.php\" target=\"_blank\">a story on a potentially major problem\u003c/a> with rods that anchor the spans's main cable. (The Sacramento Bee's \u003ca href=\"http://www.sacbee.com/2014/05/15/6408924/bay-bridge-rods-helping-hold-main.html\" target=\"_blank\">Charles Piller reported on the issue\u003c/a> on Thursday.) Here's the top of Van Derbeken's piece:\u003c/p>\n\u003cblockquote>\u003cp>Steel rods that anchor the Bay Bridge eastern span's massive main cable have shifted since they were installed and are now perilously close to sharp-edged plates inside the belly of the new bridge, a problem Caltrans acknowledges could take months and millions of dollars to fix. Caltrans engineers say more than 200 high-strength rods could be jerked in a major earthquake into those sharp edges, risking damage to the main cable and possibly threatening the bridge's stability. \"We need to do whatever we need to do so this does not happen,\" Brian Maroney, Caltrans' chief engineer on the bridge, said Thursday.\u003c/p>\u003c/blockquote>\n\u003cp>Let's step back from the bad news for a second and say: That new span sure is beautiful. And it gives you the perfect vantage point to watch crews dismantle the old eastern span, which except for \u003ca href=\"http://earthquake.usgs.gov/regional/nca/1989/\" target=\"_blank\">17 horrifying seconds in 1989\u003c/a>, spared its hundreds of thousands of daily users much drama. The new span, by contrast, is full of suspense. Even before it opened, it was delivering surprises: The massive rods designed to anchor seismic-stability devices cracked, leading to months of questions about the steel used in the bridge and a scramble to find a fix. Some of the steel tendons designed to strengthen the bridge's long concrete skyway were found to be inadequately protected from the weather. After the bridge opened in September, \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\" target=\"_blank\">engineers discovered\u003c/a> that supposedly watertight support structures beneath the suspension span's road deck were leaking, \u003ca href=\"http://ww2.kqed.org/news/2014/04/18/even-more-bay-bridge-problems/\" target=\"_blank\">posing a serious corrosion threat\u003c/a>. And now, issues with the rods anchoring the cables.\u003c/p>\n\u003cp>It used to be that when I saw work crews on the bridge, I'd think, \"You know, Caltrans does a great job keeping up with the maintenance on this fine old bridge.\" When I see workers on the new span these days, I wonder, \"What's wrong now?\" \u003ca href=\"http://www.sfgate.com/bayarea/article/New-Bay-Bridge-defect-could-be-trouble-in-5482092.php\" target=\"_blank\">In his story,\u003c/a> Van Derbeken says the steel rods anchoring the cable have shifted because of a seemingly innocuous decision made during construction: to enlarge a single cable-anchor hole. Caltrans engineers and local transportation officials are optimistic they'll be able to deal with the problem fairly quickly, although the Bee's Piller quotes one expert as saying that making the fixes could be very challenging. Van Derbeken's piece ends on a disquieting note:\u003c/p>\n\u003cblockquote>\u003cp>Bob Bea, an emeritus professor of civil engineering at UC Berkeley and risk analysis expert, said the latest snafu was a \"predictable surprise\" because of the builder's decision to make one hole bigger than the others. \"It's something that you could have predicted if you thought more about it, but you didn't think deeply about it,\" he said. \"It's easy for these damn details to sneak through the design process - that's what seems to be going on here. I wonder what other things are lurking in the darkness.\"\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "New Bay Bridge Span Safe Despite Problems, Officials Say",
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"content": "\u003cfigure id=\"attachment_127701\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS4487_002-lpr-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-127701\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS4487_002-lpr-1-640x426.jpg\" alt=\"Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge were found to be broken when engineers returned to check the nuts they tightened earlier. File photo. (Deborah Svoboda/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge were found to be broken when engineers returned to check the nuts they tightened earlier. File photo. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Bay Bridge authorities gave an update Tuesday on several issues with the new eastern span.\u003c/p>\n\u003cp>Despite problems continually arising with the $6.4 billion structure, the \u003ca href=\"http://baybridgeinfo.org/tbpoc/overview\" target=\"_blank\" rel=\"noopener\">Toll Bridge Program Oversight Committee\u003c/a>‘s overall message is that the bridge is safe and strong enough to withstand a major earthquake.\u003c/p>\n\u003cp>\u003cstrong>‘Minor misalignment’\u003c/strong>\u003c/p>\n\u003cp>Recent news is centering on steel sections supporting the bridge’s roadbed that didn’t quite fit together when they were installed.\u003c/p>\n\u003cp>San Francisco Chronicle reporter Jaxon Van Derbeken found Caltrans approved non-standard welds to fit the steel plates together. The structure’s lead designer, Marwan Nader, warned the larger welds could be vulnerable in an earthquake, but he clarified that the joints would likely suffer only minor damage that would leave the bridge intact.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This was built into the bridge,” Van Derbeken told KQED’s Ted Goldberg. “They had a choice to either accept this — and it was clearly in violation of Caltrans’ own rules and the bridge welding code.” Van Derbeken said independent engineers told him, “It’s not a good idea to create these kinds of stresses on these welds.”\u003c/p>\n\u003cp>Toll Bridge Program Oversight Committee spokesman Andrew Gordon said a seismic safety panel went over the misaligned plate problem in 2010 and determined the ill-fitting plates were acceptable.\u003c/p>\n\u003cp>“The bridge is safe. This issue of minor misalignment, at only 10 of those 26 connections, and of that, only about 7 percent of those connections, is not an issue for the structure, for seismic performance, or for the 150-year life span,” he said.\u003c/p>\n\u003cp>Gordon cited a November 2010 report recently published on the oversight committee’s website that found, due to compression from the bridge’s “self-anchored” suspension design, that the larger welds were acceptable.\u003c/p>\n\u003cp>Van Derbeken talked to several engineering experts who disagree, however, including UC Berkeley professor emeritus in civil engineering Bob Bea, quoted below in the \u003ca href=\"http://www.sfgate.com/bayarea/article/Bay-Bridge-designer-warned-Caltrans-in-2010-of-5264109.php\" target=\"_blank\" rel=\"noopener\">Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>To allow the welded connections, the lead contractor, American Bridge/Fluor Enterprises, needed Caltrans to exempt it from the agency’s own standards and the American Welding Society’s code for bridges. Both specify that the vertical gap between two pieces of steel on a bridge can be no more than an eighth of an inch.\u003c/p>\n\u003cp>Many of the Bay Bridge joints on the steel sections were off by as much as three times the acceptable level. But American Bridge/Fluor Enterprises was facing pressure to finish the long-delayed eastern span, as was Caltrans. In early 2011, the agency agreed to the nonstandard connections.\u003c/p>\n\u003cp>As a result of that decision, the bridge decks have several connections that have extra stress on them, which could lead to significant damage to the road deck in an earthquake, some experts said.\u003c/p>\n\u003cp>(Bob) Bea, the professor emeritus at Berkeley, likened an extended welded connection to a dent in an aluminum can.\u003c/p>\n\u003cp>“When you think of a beer can between two large hands, if you have a small dent in the beer can, it will collapse very easily,” Bea said. “It’s how we impress a lady in a bar – but it’s no way to build a bridge.”\u003c/p>\u003c/blockquote>\n\u003cp>Bea is among the experts expected to attend a technical workshop hosted by the oversight committee on Wednesday, Feb. 26, beginning at 1 p.m. The gathering will be held at 311 Burma Road in Oakland, and it will focus on another issue with the new bridge that’s been a concern since last March.\u003c/p>\n\u003cp>\u003cstrong>Broken bolts\u003c/strong>\u003c/p>\n\u003cp>The Caltrans technical team will update the public about ongoing testing on the 2,600 bolts that are similar to 32 that \u003ca href=\"http://ww2.kqed.org/news/2013/04/24/bay-bridge-bolts/\" target=\"_blank\" rel=\"noopener\">snapped\u003c/a> last year after they were tightened.\u003c/p>\n\u003cp>Those bolts were determined to be from a bad batch, weakened by “hydrogen embrittlement due to a lack of uniformity in the microstructure of the steel.”\u003c/p>\n\u003cp>A permanent fix for those bolts — a saddle system with steel cables — was installed in December.\u003c/p>\n\u003cp>Bridge engineers have been soaking test bolts — some from the bridge and some extras — in salt water for days, then stressing them until the break. Gordon says they are all performing well above the level of stress they’re under on the bridge.\u003c/p>\n\u003cp>“We are seeing very significant differences between all the other rods on the bridge that we’ve been testing and that initial batch that broke,” he said.\u003c/p>\n\u003cp>How much difference is disputed. Recent tests found the bolts to be far stronger than the first round of testing did.\u003c/p>\n\u003cp>\u003cstrong>Water in the spine\u003c/strong>\u003c/p>\n\u003cp>Heavy rain this month exposed a separate issue — \u003ca href=\"http://ww2.kqed.org/news/2014/02/19/bay-bridge-leaks\" target=\"_blank\" rel=\"noopener\">leaks\u003c/a> into the roadbed’s steel spine. Some experts say it could lead to rust and weaken the bridge.\u003c/p>\n\u003cp>Gordon called the leaks an “anticipated issue,” though engineers are still uncertain exactly why about 30 percent of bolts that connect the barrier rails to the suspension sections of the bridge are leaking.\u003c/p>\n\u003cp>The inside of the steel is zinc-primed, and Gordon said Caltrans is running de-humidifiers to remove excess moisture that could lead to rust. He said there have been no signs of corrosion on the actual structure, but that filings left over from construction are rusting.\u003c/p>\n\u003cp>“We want to remind everyone that the bridge is still under construction,” Gordon said. “When the bridge opened last September, all structural and seismic work was completed. But there’s still additional work going on … so we’re still buttoning up the bridge.”\u003c/p>\n\u003cp>He said engineers will be following leaks during expected storms later this week.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\n\u003c/strong>\u003c/p>\n\n",
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"excerpt": "Ill-fitting plates on roadbed are deemed only a 'minor misalignment.'",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_127701\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS4487_002-lpr-1.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-127701\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/RS4487_002-lpr-1-640x426.jpg\" alt=\"Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge were found to be broken when engineers returned to check the nuts they tightened earlier. File photo. (Deborah Svoboda/KQED)\" width=\"640\" height=\"426\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge were found to be broken when engineers returned to check the nuts they tightened earlier. File photo. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Bay Bridge authorities gave an update Tuesday on several issues with the new eastern span.\u003c/p>\n\u003cp>Despite problems continually arising with the $6.4 billion structure, the \u003ca href=\"http://baybridgeinfo.org/tbpoc/overview\" target=\"_blank\" rel=\"noopener\">Toll Bridge Program Oversight Committee\u003c/a>‘s overall message is that the bridge is safe and strong enough to withstand a major earthquake.\u003c/p>\n\u003cp>\u003cstrong>‘Minor misalignment’\u003c/strong>\u003c/p>\n\u003cp>Recent news is centering on steel sections supporting the bridge’s roadbed that didn’t quite fit together when they were installed.\u003c/p>\n\u003cp>San Francisco Chronicle reporter Jaxon Van Derbeken found Caltrans approved non-standard welds to fit the steel plates together. The structure’s lead designer, Marwan Nader, warned the larger welds could be vulnerable in an earthquake, but he clarified that the joints would likely suffer only minor damage that would leave the bridge intact.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This was built into the bridge,” Van Derbeken told KQED’s Ted Goldberg. “They had a choice to either accept this — and it was clearly in violation of Caltrans’ own rules and the bridge welding code.” Van Derbeken said independent engineers told him, “It’s not a good idea to create these kinds of stresses on these welds.”\u003c/p>\n\u003cp>Toll Bridge Program Oversight Committee spokesman Andrew Gordon said a seismic safety panel went over the misaligned plate problem in 2010 and determined the ill-fitting plates were acceptable.\u003c/p>\n\u003cp>“The bridge is safe. This issue of minor misalignment, at only 10 of those 26 connections, and of that, only about 7 percent of those connections, is not an issue for the structure, for seismic performance, or for the 150-year life span,” he said.\u003c/p>\n\u003cp>Gordon cited a November 2010 report recently published on the oversight committee’s website that found, due to compression from the bridge’s “self-anchored” suspension design, that the larger welds were acceptable.\u003c/p>\n\u003cp>Van Derbeken talked to several engineering experts who disagree, however, including UC Berkeley professor emeritus in civil engineering Bob Bea, quoted below in the \u003ca href=\"http://www.sfgate.com/bayarea/article/Bay-Bridge-designer-warned-Caltrans-in-2010-of-5264109.php\" target=\"_blank\" rel=\"noopener\">Chronicle\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>To allow the welded connections, the lead contractor, American Bridge/Fluor Enterprises, needed Caltrans to exempt it from the agency’s own standards and the American Welding Society’s code for bridges. Both specify that the vertical gap between two pieces of steel on a bridge can be no more than an eighth of an inch.\u003c/p>\n\u003cp>Many of the Bay Bridge joints on the steel sections were off by as much as three times the acceptable level. But American Bridge/Fluor Enterprises was facing pressure to finish the long-delayed eastern span, as was Caltrans. In early 2011, the agency agreed to the nonstandard connections.\u003c/p>\n\u003cp>As a result of that decision, the bridge decks have several connections that have extra stress on them, which could lead to significant damage to the road deck in an earthquake, some experts said.\u003c/p>\n\u003cp>(Bob) Bea, the professor emeritus at Berkeley, likened an extended welded connection to a dent in an aluminum can.\u003c/p>\n\u003cp>“When you think of a beer can between two large hands, if you have a small dent in the beer can, it will collapse very easily,” Bea said. “It’s how we impress a lady in a bar – but it’s no way to build a bridge.”\u003c/p>\u003c/blockquote>\n\u003cp>Bea is among the experts expected to attend a technical workshop hosted by the oversight committee on Wednesday, Feb. 26, beginning at 1 p.m. The gathering will be held at 311 Burma Road in Oakland, and it will focus on another issue with the new bridge that’s been a concern since last March.\u003c/p>\n\u003cp>\u003cstrong>Broken bolts\u003c/strong>\u003c/p>\n\u003cp>The Caltrans technical team will update the public about ongoing testing on the 2,600 bolts that are similar to 32 that \u003ca href=\"http://ww2.kqed.org/news/2013/04/24/bay-bridge-bolts/\" target=\"_blank\" rel=\"noopener\">snapped\u003c/a> last year after they were tightened.\u003c/p>\n\u003cp>Those bolts were determined to be from a bad batch, weakened by “hydrogen embrittlement due to a lack of uniformity in the microstructure of the steel.”\u003c/p>\n\u003cp>A permanent fix for those bolts — a saddle system with steel cables — was installed in December.\u003c/p>\n\u003cp>Bridge engineers have been soaking test bolts — some from the bridge and some extras — in salt water for days, then stressing them until the break. Gordon says they are all performing well above the level of stress they’re under on the bridge.\u003c/p>\n\u003cp>“We are seeing very significant differences between all the other rods on the bridge that we’ve been testing and that initial batch that broke,” he said.\u003c/p>\n\u003cp>How much difference is disputed. Recent tests found the bolts to be far stronger than the first round of testing did.\u003c/p>\n\u003cp>\u003cstrong>Water in the spine\u003c/strong>\u003c/p>\n\u003cp>Heavy rain this month exposed a separate issue — \u003ca href=\"http://ww2.kqed.org/news/2014/02/19/bay-bridge-leaks\" target=\"_blank\" rel=\"noopener\">leaks\u003c/a> into the roadbed’s steel spine. Some experts say it could lead to rust and weaken the bridge.\u003c/p>\n\u003cp>Gordon called the leaks an “anticipated issue,” though engineers are still uncertain exactly why about 30 percent of bolts that connect the barrier rails to the suspension sections of the bridge are leaking.\u003c/p>\n\u003cp>The inside of the steel is zinc-primed, and Gordon said Caltrans is running de-humidifiers to remove excess moisture that could lead to rust. He said there have been no signs of corrosion on the actual structure, but that filings left over from construction are rusting.\u003c/p>\n\u003cp>“We want to remind everyone that the bridge is still under construction,” Gordon said. “When the bridge opened last September, all structural and seismic work was completed. But there’s still additional work going on … so we’re still buttoning up the bridge.”\u003c/p>\n\u003cp>He said engineers will be following leaks during expected storms later this week.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\n\u003c/strong>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"A view of the new eastern span of the San Francisco-Oakland Bay Bridge on September 8, 2013 in San Francisco, California. (Photo by Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the new eastern span of the San Francisco-Oakland Bay Bridge on Sept. 8, 2013, in San Francisco, California. (Photo by Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Outgoing Caltrans executive Rick Land said today that the agency should have informed Bay Bridge oversight teams sooner about potentially corrosive \u003ca href=\"http://www.kqed.org/a/forum/R201402120900\">leaks\u003c/a> on the new eastern span.\u003c/p>\n\u003cp>Land \u003ca href=\"http://blog.sfgate.com/matierandross/2014/02/19/caltrans-top-bay-bridge-official-will-step-down/\">announced his retirement\u003c/a> today, just a week after the executive director of the Metropolitan Transportation Commission (MTC), Steve Heminger, \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">accused Caltrans\u003c/a> of withholding information about the leaks.\u003c/p>\n\u003cp>“Issues need to be brought to (the Toll Bridge Oversight Committee) as soon as they are noticed,” Land, the agency’s chief deputy director, told KQED in an interview.\u003c/p>\n\u003cp>The outgoing deputy director also confirmed that Caltrans had discovered the leaks in the steel superstructure beneath the bridge’s roadbed in December. Heminger \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">told the San Francisco Chronicle\u003c/a> that he and members of the Toll Bridge Oversight Committee did not hear about the problem until late January.\u003c/p>\n\u003cp>Land told KQED that Caltrans is “redoubling our efforts” to communicate infrastructure issues “as quickly as we find out about them.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The MTC has called on Caltrans to disclose any further construction irregularities on the bridge by March 4.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_126963\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-126963\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2014/02/baybridge-640ab.jpg\" alt=\"A view of the new eastern span of the San Francisco-Oakland Bay Bridge on September 8, 2013 in San Francisco, California. (Photo by Justin Sullivan/Getty Images)\" width=\"640\" height=\"433\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the new eastern span of the San Francisco-Oakland Bay Bridge on Sept. 8, 2013, in San Francisco, California. (Photo by Justin Sullivan/Getty Images) \u003ccite>( Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Outgoing Caltrans executive Rick Land said today that the agency should have informed Bay Bridge oversight teams sooner about potentially corrosive \u003ca href=\"http://www.kqed.org/a/forum/R201402120900\">leaks\u003c/a> on the new eastern span.\u003c/p>\n\u003cp>Land \u003ca href=\"http://blog.sfgate.com/matierandross/2014/02/19/caltrans-top-bay-bridge-official-will-step-down/\">announced his retirement\u003c/a> today, just a week after the executive director of the Metropolitan Transportation Commission (MTC), Steve Heminger, \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">accused Caltrans\u003c/a> of withholding information about the leaks.\u003c/p>\n\u003cp>“Issues need to be brought to (the Toll Bridge Oversight Committee) as soon as they are noticed,” Land, the agency’s chief deputy director, told KQED in an interview.\u003c/p>\n\u003cp>The outgoing deputy director also confirmed that Caltrans had discovered the leaks in the steel superstructure beneath the bridge’s roadbed in December. Heminger \u003ca href=\"http://www.sfgate.com/default/article/Caltrans-kept-Bay-Bridge-leaks-from-local-5246065.php\">told the San Francisco Chronicle\u003c/a> that he and members of the Toll Bridge Oversight Committee did not hear about the problem until late January.\u003c/p>\n\u003cp>Land told KQED that Caltrans is “redoubling our efforts” to communicate infrastructure issues “as quickly as we find out about them.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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},
"californiareport": {
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
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},
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"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
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"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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"id": "fresh-air",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"source": "NPR"
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"how-i-built-this": {
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
},
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"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.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"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>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"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?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
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