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"content": "\u003cfigure id=\"attachment_118590\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/18/what-a-bore-new-caldecott-tunnel-opens-to-traffic/broadwaytunnel/\" rel=\"attachment wp-att-118590\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/broadwaytunnel-e1384797366570.jpg\" alt=\"The Broadway Tunnel in the Oakland Hills, a forerunner of today's Caldecott Tunnels. (Metropolitan Transportation Commission)\" width=\"640\" height=\"445\" class=\"size-full wp-image-118590\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Broadway Tunnel in the Oakland Hills, a forerunner of today’s Caldecott Tunnels. (Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\u003cp>Drivers are saying farewell to a half-century-old ritual in their trips to and from \u003ca href=\"http://areacode.org/925\" target=\"_blank\" rel=\"noopener\">The 925\u003c/a> from Oakland and San Francisco. \u003c/p>\n\u003cp>With the new, $420 million fourth bore of the Caldecott Tunnel open — Caltrans opened it \u003ca href=\"http://photos.mercurynews.com/2013/11/15/photos-caldecotts-fourth-bore-official-ribbon-cutting/\" target=\"_blank\" rel=\"noopener\">before dawn Saturday\u003c/a> — four lanes of traffic are flowing in both directions for the first time. That ends the familiar “4/2” traffic pattern that started when the Caldecott’s third bore \u003ca href=\"http://www.caldecott-tunnel.org/index.php/project-overview/history-caldecott\" target=\"_blank\" rel=\"noopener\">opened\u003c/a> in 1964. Here’s how Caltrans describes its routine of reversing traffic through what used to be the tunnel’s middle bore:\u003c/p>\n\u003cblockquote>\u003cp>During the week, the middle bore of the Caldecott is reversed sometime between 2:00 a.m. and 5:00 a.m. to favor westbound traffic, and then switched again sometime between 11:30 a.m. and noon to favor eastbound traffic. Ballgames, concerts and other events make balancing weekend traffic through the tunnel very difficult. It is not uncommon to reverse the middle bore six times on a Saturday or Sunday.\u003c/p>\u003c/blockquote>\n\u003cp>The \u003ca href=\"http://www.caldecott-tunnel.org/images/stories/factsheet-flyers/caldecott_FALL2013.pdf\" target=\"_blank\" rel=\"noopener\">new fourth bore\u003c/a> is taller and wider than the earlier bores, complete with a shoulder lane, is more brightly lit and features improved ventilation. Caltrans says that like the new eastern span of the Bay Bridge, the new bore is designed to be a “regional lifeline structure.” The Hayward Fault crosses Highway 24 just west of the tunnel’s Oakland portal, and the bore “is designed to reopen to emergency traffic within 72 hours of a major earthquake.”\u003c/p>\n\u003cp>A brief timeline of the Caldecott Tunnel and its Oakland Hills predecessors, \u003ca href=\"http://www.caldecott-tunnel.org/index.php/project-overview/history-caldecott\" target=\"_blank\" rel=\"noopener\">by way of Caltrans\u003c/a>. The original impetus behind the tunnel project was to make it easier to get from East Bay shore communities to Contra Costa County. The old way, still open if you care to drive it, was to go up the relatively precipitous slopes of Claremont Canyon from Oakland, cross a saddle of the Oakland Hills, then descend toward Orinda via Fish Ranch Road. \u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Late 1870s:\u003c/strong> Work begins on the \u003ca href=\"http://oaklandwiki.org/Kennedy_Tunnel\" target=\"_blank\" rel=\"noopener\">tunnel through hills\u003c/a> from the Kennedy Toll Road but is abandoned after just 300 feet are excavated between Oakland Hills and Orinda. The toll road followed the route of the current Tunnel Road up to a portal which today marks the beginning of Skyline Drive. \u003c/li>\n\u003cli>\u003cstrong>1903:\u003c/strong> Broadway Tunnel, also known as Kennedy Tunnel and the Inter-County Tunnel. Says Caltrans: “The Broadway Tunnel was located about 220 feet above the current Caldecott Tunnel and 320 feet below the summit. It was 1,040 feet long and 17 feet wide and built with timber supports. Long, dark and narrow, the tunnel could only accommodate one-way traffic. Drivers on either side would ignite rolled-up newspapers to signal travelers on the other side to wait for them to pass through.”\u003c/li>\n\u003cli>\u003cstrong>1915:\u003c/strong> Broadway Tunnel widened to accommodate cars and trucks (and two-way traffic). Structure was subject to frequent leakage and landslides at either end, especially during rainy season. \u003c/li>\n\u003cli>\u003cstrong>1934:\u003c/strong> Work on the twin-bore “Broadway Low-Level Tunnel” begins. \u003c/li>\n\u003cli>\u003cstrong>1937\u003c/strong>: Broadway Low-Level Tunnel opens (13 months after opening of Bay Bridge and a little more than six months after opening of Golden Gate Bridge). \u003c/li>\n\u003cli>\u003cstrong>1960: \u003c/strong>Tunnel renamed after Thomas Caldecott, former mayor of Berkeley and public transportation official. Work begins on third bore. \u003c/li>\n\u003cli>\u003cstrong>1964:\u003c/strong> Third bore completed. \u003c/li>\n\u003cli>\u003cstrong>2010:\u003c/strong> Construction on fourth bore begin.\u003c/li>\n\u003cli>\u003cstrong>Nov. 16, 2013:\u003c/strong> Fourth bore opens. \u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_118590\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/news/2013/11/18/what-a-bore-new-caldecott-tunnel-opens-to-traffic/broadwaytunnel/\" rel=\"attachment wp-att-118590\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/11/broadwaytunnel-e1384797366570.jpg\" alt=\"The Broadway Tunnel in the Oakland Hills, a forerunner of today's Caldecott Tunnels. (Metropolitan Transportation Commission)\" width=\"640\" height=\"445\" class=\"size-full wp-image-118590\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Broadway Tunnel in the Oakland Hills, a forerunner of today’s Caldecott Tunnels. (Metropolitan Transportation Commission)\u003c/figcaption>\u003c/figure>\n\u003cp>Drivers are saying farewell to a half-century-old ritual in their trips to and from \u003ca href=\"http://areacode.org/925\" target=\"_blank\" rel=\"noopener\">The 925\u003c/a> from Oakland and San Francisco. \u003c/p>\n\u003cp>With the new, $420 million fourth bore of the Caldecott Tunnel open — Caltrans opened it \u003ca href=\"http://photos.mercurynews.com/2013/11/15/photos-caldecotts-fourth-bore-official-ribbon-cutting/\" target=\"_blank\" rel=\"noopener\">before dawn Saturday\u003c/a> — four lanes of traffic are flowing in both directions for the first time. That ends the familiar “4/2” traffic pattern that started when the Caldecott’s third bore \u003ca href=\"http://www.caldecott-tunnel.org/index.php/project-overview/history-caldecott\" target=\"_blank\" rel=\"noopener\">opened\u003c/a> in 1964. Here’s how Caltrans describes its routine of reversing traffic through what used to be the tunnel’s middle bore:\u003c/p>\n\u003cblockquote>\u003cp>During the week, the middle bore of the Caldecott is reversed sometime between 2:00 a.m. and 5:00 a.m. to favor westbound traffic, and then switched again sometime between 11:30 a.m. and noon to favor eastbound traffic. Ballgames, concerts and other events make balancing weekend traffic through the tunnel very difficult. It is not uncommon to reverse the middle bore six times on a Saturday or Sunday.\u003c/p>\u003c/blockquote>\n\u003cp>The \u003ca href=\"http://www.caldecott-tunnel.org/images/stories/factsheet-flyers/caldecott_FALL2013.pdf\" target=\"_blank\" rel=\"noopener\">new fourth bore\u003c/a> is taller and wider than the earlier bores, complete with a shoulder lane, is more brightly lit and features improved ventilation. Caltrans says that like the new eastern span of the Bay Bridge, the new bore is designed to be a “regional lifeline structure.” The Hayward Fault crosses Highway 24 just west of the tunnel’s Oakland portal, and the bore “is designed to reopen to emergency traffic within 72 hours of a major earthquake.”\u003c/p>\n\u003cp>A brief timeline of the Caldecott Tunnel and its Oakland Hills predecessors, \u003ca href=\"http://www.caldecott-tunnel.org/index.php/project-overview/history-caldecott\" target=\"_blank\" rel=\"noopener\">by way of Caltrans\u003c/a>. The original impetus behind the tunnel project was to make it easier to get from East Bay shore communities to Contra Costa County. The old way, still open if you care to drive it, was to go up the relatively precipitous slopes of Claremont Canyon from Oakland, cross a saddle of the Oakland Hills, then descend toward Orinda via Fish Ranch Road. \u003c/p>\n\u003cul>\n\u003cli>\u003cstrong>Late 1870s:\u003c/strong> Work begins on the \u003ca href=\"http://oaklandwiki.org/Kennedy_Tunnel\" target=\"_blank\" rel=\"noopener\">tunnel through hills\u003c/a> from the Kennedy Toll Road but is abandoned after just 300 feet are excavated between Oakland Hills and Orinda. The toll road followed the route of the current Tunnel Road up to a portal which today marks the beginning of Skyline Drive. \u003c/li>\n\u003cli>\u003cstrong>1903:\u003c/strong> Broadway Tunnel, also known as Kennedy Tunnel and the Inter-County Tunnel. Says Caltrans: “The Broadway Tunnel was located about 220 feet above the current Caldecott Tunnel and 320 feet below the summit. It was 1,040 feet long and 17 feet wide and built with timber supports. Long, dark and narrow, the tunnel could only accommodate one-way traffic. Drivers on either side would ignite rolled-up newspapers to signal travelers on the other side to wait for them to pass through.”\u003c/li>\n\u003cli>\u003cstrong>1915:\u003c/strong> Broadway Tunnel widened to accommodate cars and trucks (and two-way traffic). Structure was subject to frequent leakage and landslides at either end, especially during rainy season. \u003c/li>\n\u003cli>\u003cstrong>1934:\u003c/strong> Work on the twin-bore “Broadway Low-Level Tunnel” begins. \u003c/li>\n\u003cli>\u003cstrong>1937\u003c/strong>: Broadway Low-Level Tunnel opens (13 months after opening of Bay Bridge and a little more than six months after opening of Golden Gate Bridge). \u003c/li>\n\u003cli>\u003cstrong>1960: \u003c/strong>Tunnel renamed after Thomas Caldecott, former mayor of Berkeley and public transportation official. Work begins on third bore. \u003c/li>\n\u003cli>\u003cstrong>1964:\u003c/strong> Third bore completed. \u003c/li>\n\u003cli>\u003cstrong>2010:\u003c/strong> Construction on fourth bore begin.\u003c/li>\n\u003cli>\u003cstrong>Nov. 16, 2013:\u003c/strong> Fourth bore opens. \u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Anti-Tunnel Group Says State Is Stealing Its Signs",
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"content": "\u003cp>Sign-stealing is a hallmark of local politics. But Stockton-based \u003ca href=\"http://www.restorethedelta.org/\">Restore The Delta\u003c/a> isn’t blaming a bunch of campaign volunteers for some missing protest signs. It’s blaming the California Department of Transportation.\u003c/p>\n\u003cfigure id=\"attachment_103508\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-medium wp-image-103508\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/deltasign-300x199.jpg\" alt=\"The sign at the center of the controversy (Save Our Delta)\" width=\"300\" height=\"199\">\u003cfigcaption class=\"wp-caption-text\">The sign at the center of the controversy (Save Our Delta)\u003c/figcaption>\u003c/figure>\n\u003cp>The group opposes one of Gov. Jerry Brown’s top priorities: \u003ca href=\"http://ww2.kqed.org/news/2013/03/14/california-to-release-chapters-of-plan-to-restore-delta/\">two massive tunnels that would divert water from the Sacramento-San Joaquin Delta\u003c/a>. Save Our Delta’s executive director, Barbara Barrigan-Parrilla, said a Delta landowner witnessed Caltrans employees removing a “Save Our Delta -- Stop The Tunnels” sign from his property.\u003c/p>\n\u003cp>Barrigan-Parrilla confronted Caltrans about the move, and said a state official told her the agency is just enforcing laws keeping private signs at least 14 feet from state roads.\u003c/p>\n\u003cp>“We were definitely singled out at Restore The Delta. They went after our signs with our logo,” she said. “Whether it came directly from the governor’s office, or the head of Caltrans, or some midlevel or entry-level employee decided to do this, it does reflect the culture within state government on what the attitude is toward Delta communities.”\u003c/p>\n\u003cp>Caltrans hasn’t returned KQED’s calls for comment. \u003ca href=\"http://www.sacbee.com/2013/07/11/5559193/caltrans-yanks-anti-tunnel-signs.html\">But a spokesman confirmed the sign removals to the Sacramento Bee:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>In response to an inquiry from The Bee, Caltrans spokesman Matt Rocco said a different state law is at work. He did not cite a specific legal code section, but said \"any private sign\" is forbidden within 14 feet of a state right of way.\u003c/p>\n\u003cp>\"Therefore,\" Rocco said, \"if signs are placed beyond the 14-foot limit from the pavement edge, they will not be removed.\"\u003c/p>\u003c/blockquote>\n\u003cp>But as Barrigan-Parrilla pointed out, it’s pretty hard to read a sign that’s more than 14 feet from the highway.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"description": "Sign-stealing is a hallmark of local politics. But Stockton-based Restore The Delta isn’t blaming a bunch of campaign volunteers for some missing protest signs. It’s blaming the California Department of Transportation. The group opposes one of Gov. Jerry Brown’s top priorities: two massive tunnels that would divert water from the Sacramento-San Joaquin Delta. Save Our",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Sign-stealing is a hallmark of local politics. But Stockton-based \u003ca href=\"http://www.restorethedelta.org/\">Restore The Delta\u003c/a> isn’t blaming a bunch of campaign volunteers for some missing protest signs. It’s blaming the California Department of Transportation.\u003c/p>\n\u003cfigure id=\"attachment_103508\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003cimg class=\"size-medium wp-image-103508\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/07/deltasign-300x199.jpg\" alt=\"The sign at the center of the controversy (Save Our Delta)\" width=\"300\" height=\"199\">\u003cfigcaption class=\"wp-caption-text\">The sign at the center of the controversy (Save Our Delta)\u003c/figcaption>\u003c/figure>\n\u003cp>The group opposes one of Gov. Jerry Brown’s top priorities: \u003ca href=\"http://ww2.kqed.org/news/2013/03/14/california-to-release-chapters-of-plan-to-restore-delta/\">two massive tunnels that would divert water from the Sacramento-San Joaquin Delta\u003c/a>. Save Our Delta’s executive director, Barbara Barrigan-Parrilla, said a Delta landowner witnessed Caltrans employees removing a “Save Our Delta -- Stop The Tunnels” sign from his property.\u003c/p>\n\u003cp>Barrigan-Parrilla confronted Caltrans about the move, and said a state official told her the agency is just enforcing laws keeping private signs at least 14 feet from state roads.\u003c/p>\n\u003cp>“We were definitely singled out at Restore The Delta. They went after our signs with our logo,” she said. “Whether it came directly from the governor’s office, or the head of Caltrans, or some midlevel or entry-level employee decided to do this, it does reflect the culture within state government on what the attitude is toward Delta communities.”\u003c/p>\n\u003cp>Caltrans hasn’t returned KQED’s calls for comment. \u003ca href=\"http://www.sacbee.com/2013/07/11/5559193/caltrans-yanks-anti-tunnel-signs.html\">But a spokesman confirmed the sign removals to the Sacramento Bee:\u003c/a>\u003c/p>\n\u003cblockquote>\u003cp>In response to an inquiry from The Bee, Caltrans spokesman Matt Rocco said a different state law is at work. He did not cite a specific legal code section, but said \"any private sign\" is forbidden within 14 feet of a state right of way.\u003c/p>\n\u003cp>\"Therefore,\" Rocco said, \"if signs are placed beyond the 14-foot limit from the pavement edge, they will not be removed.\"\u003c/p>\u003c/blockquote>\n\u003cp>But as Barrigan-Parrilla pointed out, it’s pretty hard to read a sign that’s more than 14 feet from the highway.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Corrosion Problems on New Bridge Date Back 9 Years",
"title": "Corrosion Problems on New Bridge Date Back 9 Years",
"headTitle": "News Fix | KQED News",
"content": "\u003cfigure class=\"wp-caption alignleft\" style=\"max-width: 298px\">\u003cimg src=\"http://u.s.kqed.net/2013/05/20/BayBridges.jpg\" alt=\"The old and new eastern spans of the Bay Bridge\" width=\"298\" height=\"198\">\u003cfigcaption class=\"wp-caption-text\">The old and new eastern spans of the Bay Bridge. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update at 1:10 p.m:\u003c/strong> Caltrans has \u003ca href=\"http://baybridgeinfo.org/quality-assurance\">responded\u003c/a> to the Sacramento Bee report: \"All the Skyway tendons are stressed, properly grouted, and performing as designed and will do so for the next 150 years.\"\u003c/p>\n\u003cp>\u003cstrong>Update at 10:15 a.m\u003c/strong>: Governor Jerry Brown \u003ca href=\"http://blogs.sacbee.com/capitolalertlatest/2013/05/jerry-brown-on-bay-bridge-opening-first-we-want-to-make-it-safe.html\">said\u003c/a> that he takes safety concerns about the Bay Bridge \"very seriously, and that thing's not going to open unless it's ready.\"\u003c/p>\n\u003cp>Corrosion problems have plagued the construction of the new eastern span of the Bay Bridge for years before anchor bolts snapped in March, the Sacramento Bee’s Charles Pillar \u003ca href=\"http://www.sacbee.com/2013/05/18/5431401/corrosion-plagues-new-bay-bridge.html#storylink=cpy\">reported\u003c/a> this weekend:\u003c/p>\n\u003cp>• Beginning in 2004, inspectors frequently warned Caltrans about water leaks and corrosion.\u003c/p>\n\u003cp>• Experts blamed water problems on design or construction errors. Leaks of grout—a cement-based filler that normally prevents or halts corrosion—between hundreds of ducts forced long construction delays that left steel tendons exposed, making further corrosion likely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>• Caltrans used the wrong tests for corrosion, resulting in \"essentially useless\" findings, said UC Berkeley engineering professor Thomas Devine, an authority on corrosion-caused cracking in metals. He called the agency's research \"woefully inadequate\" for detecting \"environmentally assisted cracking,\" which can worsen as tendons fatigue under stress, and can ultimately cause breaks.\u003c/p>\n\u003cp>\u003ciframe src=\"http://www.youtube.com/embed/peqTIgyphyY\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/p>\n\u003cp>This Caltrans video discusses the role of the various components, including the steel tendons meant to give the bridge ”extra strength and lift.”\u003c/p>\n\u003cp>A related \u003ca href=\"http://youtu.be/yVQn1DYmiXE\">video\u003c/a>, dramatically called \"The War on Corrosion\" is also available on YouTube.\u003c/p>\n\u003cp>In a written statement in response to the Bee's report, Bay Bridge project spokesman Andrew Gordon stated: \"Corrosion has been an issue since the first steel bridge was built, and what we learned from this particular challenge six years ago is that we're never going to be done fighting the battle against corrosion in the San Francisco Bay.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure class=\"wp-caption alignleft\" style=\"max-width: 298px\">\u003cimg src=\"http://u.s.kqed.net/2013/05/20/BayBridges.jpg\" alt=\"The old and new eastern spans of the Bay Bridge\" width=\"298\" height=\"198\">\u003cfigcaption class=\"wp-caption-text\">The old and new eastern spans of the Bay Bridge. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Update at 1:10 p.m:\u003c/strong> Caltrans has \u003ca href=\"http://baybridgeinfo.org/quality-assurance\">responded\u003c/a> to the Sacramento Bee report: \"All the Skyway tendons are stressed, properly grouted, and performing as designed and will do so for the next 150 years.\"\u003c/p>\n\u003cp>\u003cstrong>Update at 10:15 a.m\u003c/strong>: Governor Jerry Brown \u003ca href=\"http://blogs.sacbee.com/capitolalertlatest/2013/05/jerry-brown-on-bay-bridge-opening-first-we-want-to-make-it-safe.html\">said\u003c/a> that he takes safety concerns about the Bay Bridge \"very seriously, and that thing's not going to open unless it's ready.\"\u003c/p>\n\u003cp>Corrosion problems have plagued the construction of the new eastern span of the Bay Bridge for years before anchor bolts snapped in March, the Sacramento Bee’s Charles Pillar \u003ca href=\"http://www.sacbee.com/2013/05/18/5431401/corrosion-plagues-new-bay-bridge.html#storylink=cpy\">reported\u003c/a> this weekend:\u003c/p>\n\u003cp>• Beginning in 2004, inspectors frequently warned Caltrans about water leaks and corrosion.\u003c/p>\n\u003cp>• Experts blamed water problems on design or construction errors. Leaks of grout—a cement-based filler that normally prevents or halts corrosion—between hundreds of ducts forced long construction delays that left steel tendons exposed, making further corrosion likely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>• Caltrans used the wrong tests for corrosion, resulting in \"essentially useless\" findings, said UC Berkeley engineering professor Thomas Devine, an authority on corrosion-caused cracking in metals. He called the agency's research \"woefully inadequate\" for detecting \"environmentally assisted cracking,\" which can worsen as tendons fatigue under stress, and can ultimately cause breaks.\u003c/p>\n\u003cp>\u003ciframe src=\"http://www.youtube.com/embed/peqTIgyphyY\" frameborder=\"0\" width=\"560\" height=\"315\">\u003c/iframe>\u003c/p>\n\u003cp>This Caltrans video discusses the role of the various components, including the steel tendons meant to give the bridge ”extra strength and lift.”\u003c/p>\n\u003cp>A related \u003ca href=\"http://youtu.be/yVQn1DYmiXE\">video\u003c/a>, dramatically called \"The War on Corrosion\" is also available on YouTube.\u003c/p>\n\u003cp>In a written statement in response to the Bee's report, Bay Bridge project spokesman Andrew Gordon stated: \"Corrosion has been an issue since the first steel bridge was built, and what we learned from this particular challenge six years ago is that we're never going to be done fighting the battle against corrosion in the San Francisco Bay.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Officials: New Bay Bridge Span Could Still Open By Labor Day",
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"content": "\u003cp>\u003cem>by Jason Dearen, Associated Press\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>SACRAMENTO, Calif. (AP) — The new $6.3 billion eastern portion of the San Francisco-Oakland Bay Bridge still \"has a fighting chance\" to open this year, despite concerns over structural issues, officials overseeing its construction said Tuesday.\u003c/p>\n\u003cfigure id=\"attachment_92797\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/28/engineers-zero-in-on-bay-bridge-broken-bolt-solutions/rs4366_091/\" rel=\"attachment wp-att-92797\">\u003cimg class=\"size-full wp-image-92797 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/RS4366_091.jpg\" alt=\"Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge, snapped when workers were tightening the fittings. (Deborah Svoboda/KQED)\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge, snapped when workers were tightening the fittings. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Citing myriad problems that have dogged the span's construction, state lawmakers grilled the officials overseeing the project about the decision to use a specific type of seismic safety rods, 32 of which broke after being tightened in March.\u003c/p>\n\u003cp>Now, its Labor Day opening date is in jeopardy after the failure of the long, seismic safety rods that attach the bridge deck to earthquake shock absorbers called \"shear keys.\"\u003c/p>\n\u003cp>State Sen. Mark DeSaulnier, D-Concord, called for the hearing before the state Senate Transportation and Housing Committee after voicing concerns about the California Department of Transportation's decision to use the type of rods that failed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>DeSaulnier said he voted to approve the bridge's design in the 1990s when he was a Contra Costa County supervisor, but he never thought the span would take as long and be as expensive as it turned out to be.\u003c/p>\n\u003cp>\"I don't know if I'd vote for this design again if I had the benefit of hindsight,\" DeSaulnier said.\u003c!--more-->\u003c/p>\n\u003cp>The new bridge was designed to replace the existing eastern portion, part of which collapsed during the 1989 Loma Prieta earthquake. After years of delays and cost overruns, the bridge has become the largest public works project in state history, the committee said.\u003c/p>\n\u003cp>But officials overseeing the repairs and tests on hundreds of existing bolts said, once it's open, it will be a much safer option than the current bridge being used daily by commuters.\u003c/p>\n\u003cp>\"It has taken too long. But I do believe when we talk about the safety of the new bridge, we have to keep the safety of the old bridge in mind, Steve Heminger, executive director of the Metropolitan Transportation Commission, said. \"It is a comparison. Which one is safer? We need to get people on the safer one as soon as possible.\"\u003c/p>\n\u003cp>Bridge officials say testing of the broken rods with others manufactured in a different batch in 2010 indicate the rods in question broke because of a bad batch of steel that at some point was infected by hydrogen, which made it brittle and prone to breaking. The rods that failed were made in 2008.\u003c/p>\n\u003cp>Further testing of the 2010 rods is needed before officials can determine if they need to be replaced immediately or just monitored after the bridge is opened to traffic.\u003c/p>\n\u003cp>If immediate replacement is needed, the bridge's scheduled Labor Day opening would likely be delayed.\u003c/p>\n\u003cp>Officials are trying to restore public confidence in the bridge's safety, and they applauded the Federal Highway Administration's decision to conduct an independent review of Caltrans' work identifying the cause of the broken rods and the agency's chosen repair.\u003c/p>\n\u003cp>If crews can verify the safety of the remaining rods and complete the $20 million repair to the broken ones, officials said there would still be a chance for a Labor Day opening.\u003c/p>\n\u003cp>However, no one involved in the bridge's construction feels that a celebration should occur for a project well over budget.\u003c/p>\n\u003cp>\"We need to retrofit the east pier (where the rods broke), and may need to retrofit the celebration too,\" Heminger said.\u003c/p>\n\u003cp>After the hearing, state Sen. Anthony Cannella, R-Ceres, issued a statement saying he has \"grave concerns over the construction of the new eastern span.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"In addition, when it comes to the bolts that we have seen fail, Caltrans deliberately chose to ignore industry and their own standards for the types of metal to be used in a marine environment. This simply cannot be shrugged off as merely a 'bad batch' of bolts,\" the statement said.\u003c/p>\n\n",
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"description": "by Jason Dearen, Associated Press SACRAMENTO, Calif. (AP) — The new $6.3 billion eastern portion of the San Francisco-Oakland Bay Bridge still "has a fighting chance" to open this year, despite concerns over structural issues, officials overseeing its construction said Tuesday. Citing myriad problems that have dogged the span's construction, state lawmakers grilled the officials",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>by Jason Dearen, Associated Press\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>SACRAMENTO, Calif. (AP) — The new $6.3 billion eastern portion of the San Francisco-Oakland Bay Bridge still \"has a fighting chance\" to open this year, despite concerns over structural issues, officials overseeing its construction said Tuesday.\u003c/p>\n\u003cfigure id=\"attachment_92797\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/28/engineers-zero-in-on-bay-bridge-broken-bolt-solutions/rs4366_091/\" rel=\"attachment wp-att-92797\">\u003cimg class=\"size-full wp-image-92797 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/RS4366_091.jpg\" alt=\"Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge, snapped when workers were tightening the fittings. (Deborah Svoboda/KQED)\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Steel rods on the new eastern span of the Oakland-San Francisco Bay bridge, snapped when workers were tightening the fittings. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Citing myriad problems that have dogged the span's construction, state lawmakers grilled the officials overseeing the project about the decision to use a specific type of seismic safety rods, 32 of which broke after being tightened in March.\u003c/p>\n\u003cp>Now, its Labor Day opening date is in jeopardy after the failure of the long, seismic safety rods that attach the bridge deck to earthquake shock absorbers called \"shear keys.\"\u003c/p>\n\u003cp>State Sen. Mark DeSaulnier, D-Concord, called for the hearing before the state Senate Transportation and Housing Committee after voicing concerns about the California Department of Transportation's decision to use the type of rods that failed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>DeSaulnier said he voted to approve the bridge's design in the 1990s when he was a Contra Costa County supervisor, but he never thought the span would take as long and be as expensive as it turned out to be.\u003c/p>\n\u003cp>\"I don't know if I'd vote for this design again if I had the benefit of hindsight,\" DeSaulnier said.\u003c!--more-->\u003c/p>\n\u003cp>The new bridge was designed to replace the existing eastern portion, part of which collapsed during the 1989 Loma Prieta earthquake. After years of delays and cost overruns, the bridge has become the largest public works project in state history, the committee said.\u003c/p>\n\u003cp>But officials overseeing the repairs and tests on hundreds of existing bolts said, once it's open, it will be a much safer option than the current bridge being used daily by commuters.\u003c/p>\n\u003cp>\"It has taken too long. But I do believe when we talk about the safety of the new bridge, we have to keep the safety of the old bridge in mind, Steve Heminger, executive director of the Metropolitan Transportation Commission, said. \"It is a comparison. Which one is safer? We need to get people on the safer one as soon as possible.\"\u003c/p>\n\u003cp>Bridge officials say testing of the broken rods with others manufactured in a different batch in 2010 indicate the rods in question broke because of a bad batch of steel that at some point was infected by hydrogen, which made it brittle and prone to breaking. The rods that failed were made in 2008.\u003c/p>\n\u003cp>Further testing of the 2010 rods is needed before officials can determine if they need to be replaced immediately or just monitored after the bridge is opened to traffic.\u003c/p>\n\u003cp>If immediate replacement is needed, the bridge's scheduled Labor Day opening would likely be delayed.\u003c/p>\n\u003cp>Officials are trying to restore public confidence in the bridge's safety, and they applauded the Federal Highway Administration's decision to conduct an independent review of Caltrans' work identifying the cause of the broken rods and the agency's chosen repair.\u003c/p>\n\u003cp>If crews can verify the safety of the remaining rods and complete the $20 million repair to the broken ones, officials said there would still be a chance for a Labor Day opening.\u003c/p>\n\u003cp>However, no one involved in the bridge's construction feels that a celebration should occur for a project well over budget.\u003c/p>\n\u003cp>\"We need to retrofit the east pier (where the rods broke), and may need to retrofit the celebration too,\" Heminger said.\u003c/p>\n\u003cp>After the hearing, state Sen. Anthony Cannella, R-Ceres, issued a statement saying he has \"grave concerns over the construction of the new eastern span.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"In addition, when it comes to the bolts that we have seen fail, Caltrans deliberately chose to ignore industry and their own standards for the types of metal to be used in a marine environment. This simply cannot be shrugged off as merely a 'bad batch' of bolts,\" the statement said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Federal, State Officials Investigate Caltrans' Handling of San Francisco Bay Bridge",
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"content": "\u003cp>California Transportation Department officials are facing inquiries from both state and federal officials about the new Bay Bridge span, The Associated Press reports.\u003c/p>\n\u003cp>Caltrans managers will answer questions from the state Legislature at a hearing Tuesday in Sacramento. And the Federal Highway Administration announced on Monday it will investigate the way the state has handled broken rods in the span.\u003c/p>\n\u003cp>Here’s the report on the Legislative hearing:\u003c/p>\n\u003cblockquote>\u003cp>SACRAMENTO, Calif. (AP) — Officials overseeing construction of the San Francisco-Oakland Bay Bridge are scheduled to be questioned at a hearing in Sacramento to address construction problems and the overall structural integrity of the $6.3-billion project.\u003c/p>\n\u003cfigure id=\"attachment_92879\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/29/news-pix-prop-8-oral-arguments-bay-bridge-bolts-snap-devils-slide-tunnel-opens/bay-bridge-bolts/\" rel=\"attachment wp-att-92879\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-92879 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bay-bridge-bolts-300x210.jpg\" alt=\"A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\" width=\"300\" height=\"210\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Citing myriad problems that have dogged the span’s construction, lawmakers on Tuesday will ask California Department of Transportation and other officials whether the agency is capable of managing such large, complex projects.Its Labor Day opening is in jeopardy after the failure of 32 seismic safety rods that attach the bridge deck to earthquake shock absorbers called “shear keys.”\u003c/p>\n\u003cp>The bridge will replace the existing span, which was damaged in the 1989 Loma Prieta earthquake.\u003c!--more-->\u003c/p>\n\u003cp>After years of delay and cost overruns, the bridge has become the largest public works project in state history, the committee said.\u003c/p>\u003c/blockquote>\n\u003cp>And here’s the report on the Highway Administration’s inquiry:\u003c/p>\n\u003cblockquote>\u003cp>SAN FRANCISCO (AP) — The Federal Highway Administration on Monday said it is investigating the state’s response to broken steel seismic safety rods on the San Francisco-Oakland Bay Bridge.\u003c/p>\n\u003cp>FHWA spokesman Doug Hecox said the agency has launched its review after it received a request by state bridge officials, but it did not have an idea of how long the probe would take.\u003c/p>\n\u003cp>The agency will examine the California Department of Transportation’s conclusion about the cause of the rod failure and the state’s recommended fix.\u003c/p>\n\u003cp>“Public confidence is extremely important, and the public will be confident when we can say backed by independent review that the bridge is 100-percent safe,” Andrew Gordon, the Bay Bridge project’s spokesman, said.\u003c/p>\n\u003cp>The repair work has put the span’s scheduled Labor Day opening in doubt, and Caltrans asked the FHWA to conduct a review to help determine whether the bridge will still open on time.\u003c/p>\n\u003cp>Bridge officials on Wednesday requested that the FHWA review its findings that the rods broke because hydrogen had penetrated the steel, which caused it to become too brittle.\u003c/p>\n\u003cp>The failed rods were made in 2008 and were designed to connect the bridge deck to so-called “shear keys,” which help control movement during an earthquake.\u003c/p>\n\u003cp>Officials still do not know how the hydrogen got there, but a metallurgists’ report determined the steel used in manufacturing the rods was “less than ideal.”\u003c/p>\n\u003cp>The report said the hydrogen corrosion in the rods could have been discovered earlier if Caltrans had required tougher tests. The agency said it is developing new requirements that would require tougher testing in the future.\u003c/p>\n\u003cp>To fix the problem, Caltrans and the oversight committee are recommending that two steel saddles be installed to hold the shear key’s base plate in place. The saddles would be held down by hundreds of steel cables.\u003c/p>\n\u003cp>Bridge officials hope the FHWA’s review into their diagnosis of the problem and their chosen repair option will help provide clarity.\u003c/p>\n\u003cp>Hecox said the agency did not yet know whether investigators would travel to the site or conduct the probe remotely.\u003c/p>\n\u003cp>“We believe that resolution of these questions will determine the schedule for opening the new span,” the Toll Bridge Program Oversight Committee, which oversees the bridge project, wrote in its request.\u003c/p>\u003c/blockquote>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California Transportation Department officials are facing inquiries from both state and federal officials about the new Bay Bridge span, The Associated Press reports.\u003c/p>\n\u003cp>Caltrans managers will answer questions from the state Legislature at a hearing Tuesday in Sacramento. And the Federal Highway Administration announced on Monday it will investigate the way the state has handled broken rods in the span.\u003c/p>\n\u003cp>Here’s the report on the Legislative hearing:\u003c/p>\n\u003cblockquote>\u003cp>SACRAMENTO, Calif. (AP) — Officials overseeing construction of the San Francisco-Oakland Bay Bridge are scheduled to be questioned at a hearing in Sacramento to address construction problems and the overall structural integrity of the $6.3-billion project.\u003c/p>\n\u003cfigure id=\"attachment_92879\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/29/news-pix-prop-8-oral-arguments-bay-bridge-bolts-snap-devils-slide-tunnel-opens/bay-bridge-bolts/\" rel=\"attachment wp-att-92879\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-92879 \" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bay-bridge-bolts-300x210.jpg\" alt=\"A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\" width=\"300\" height=\"210\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Citing myriad problems that have dogged the span’s construction, lawmakers on Tuesday will ask California Department of Transportation and other officials whether the agency is capable of managing such large, complex projects.Its Labor Day opening is in jeopardy after the failure of 32 seismic safety rods that attach the bridge deck to earthquake shock absorbers called “shear keys.”\u003c/p>\n\u003cp>The bridge will replace the existing span, which was damaged in the 1989 Loma Prieta earthquake.\u003c!--more-->\u003c/p>\n\u003cp>After years of delay and cost overruns, the bridge has become the largest public works project in state history, the committee said.\u003c/p>\u003c/blockquote>\n\u003cp>And here’s the report on the Highway Administration’s inquiry:\u003c/p>\n\u003cblockquote>\u003cp>SAN FRANCISCO (AP) — The Federal Highway Administration on Monday said it is investigating the state’s response to broken steel seismic safety rods on the San Francisco-Oakland Bay Bridge.\u003c/p>\n\u003cp>FHWA spokesman Doug Hecox said the agency has launched its review after it received a request by state bridge officials, but it did not have an idea of how long the probe would take.\u003c/p>\n\u003cp>The agency will examine the California Department of Transportation’s conclusion about the cause of the rod failure and the state’s recommended fix.\u003c/p>\n\u003cp>“Public confidence is extremely important, and the public will be confident when we can say backed by independent review that the bridge is 100-percent safe,” Andrew Gordon, the Bay Bridge project’s spokesman, said.\u003c/p>\n\u003cp>The repair work has put the span’s scheduled Labor Day opening in doubt, and Caltrans asked the FHWA to conduct a review to help determine whether the bridge will still open on time.\u003c/p>\n\u003cp>Bridge officials on Wednesday requested that the FHWA review its findings that the rods broke because hydrogen had penetrated the steel, which caused it to become too brittle.\u003c/p>\n\u003cp>The failed rods were made in 2008 and were designed to connect the bridge deck to so-called “shear keys,” which help control movement during an earthquake.\u003c/p>\n\u003cp>Officials still do not know how the hydrogen got there, but a metallurgists’ report determined the steel used in manufacturing the rods was “less than ideal.”\u003c/p>\n\u003cp>The report said the hydrogen corrosion in the rods could have been discovered earlier if Caltrans had required tougher tests. The agency said it is developing new requirements that would require tougher testing in the future.\u003c/p>\n\u003cp>To fix the problem, Caltrans and the oversight committee are recommending that two steel saddles be installed to hold the shear key’s base plate in place. The saddles would be held down by hundreds of steel cables.\u003c/p>\n\u003cp>Bridge officials hope the FHWA’s review into their diagnosis of the problem and their chosen repair option will help provide clarity.\u003c/p>\n\u003cp>Hecox said the agency did not yet know whether investigators would travel to the site or conduct the probe remotely.\u003c/p>\n\u003cp>“We believe that resolution of these questions will determine the schedule for opening the new span,” the Toll Bridge Program Oversight Committee, which oversees the bridge project, wrote in its request.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The San Francisco Chronicle’s Jaxon Van Derbeken \u003ca href=\"http://www.sfgate.com/bayarea/article/Bay-Bridge-rod-troubles-extend-to-base-4508623.php#photo-4610862\">reported\u003c/a> over the weekend that the iconic tower of the Bay Bridge’s new eastern span is secured by 424 galvanized steel rods that may be at risk of cracking.\u003c/p>\n\u003cp>Unlike the almost 1,900 other problematic steel rods embedded in the span, Caltrans cannot easily inspect or replace those at the base of the tower because they are buried within concrete atop pilings that reach deep into bedrock.\u003c/p>\n\u003cp>This report is only the latest in a string of revelations that have raised concerns over the past two months as to whether the new span will be ready to open on schedule on Labor Day weekend and, more fundamentally, whether it will be safe to drive on once it does open.\u003c/p>\n\u003cp>Recent related posts:\u003c/p>\n\u003cp>\u003cstrong>May 8, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/05/08/caltrans-bay-bridge-repair-could-cost-10-million-bridge/\">Caltrans: Bay Bridge Repair Could Cost $10 Million; Hopes For Scheduled Labor Day Opening\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>May 8, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/05/07/96417/\">State Senator: Caltrans Took Unnecessary Risks With Bay Bridge\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 29, 2013\u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/04/29/95520/\"> New Bay Bridge Span May Contain More Vulnerable Steel Parts\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 24, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/24/bay-bridge-bolts/\">Even Bolts That Haven't Failed Will Be Replaced on Bay Bridge; Expert Slams Caltrans\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 10, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/10/broken-bolts-could-result-from-bay-bridge-design-flaw/\">Rainwater Might Have Damaged Flawed Bay Bridge Bolts\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 3, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/03/more-bay-bridge-parts-to-be-examined/\">(Document) More Bay Bridge Parts to be Examined\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>March 28, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/03/28/engineers-zero-in-on-bay-bridge-broken-bolt-solutions/\">Engineers Zero in on Bay Bridge Broken Bolt Solutions\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>March 27, 2013\u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/03/27/bay-bridge-bolts-snap-repairs-could-cost-up-to-5-million/\"> Bolts Snap on Bay Bridge's New East Span, Repairs Could Cost Up to $5 Million\u003c/a>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The San Francisco Chronicle’s Jaxon Van Derbeken \u003ca href=\"http://www.sfgate.com/bayarea/article/Bay-Bridge-rod-troubles-extend-to-base-4508623.php#photo-4610862\">reported\u003c/a> over the weekend that the iconic tower of the Bay Bridge’s new eastern span is secured by 424 galvanized steel rods that may be at risk of cracking.\u003c/p>\n\u003cp>Unlike the almost 1,900 other problematic steel rods embedded in the span, Caltrans cannot easily inspect or replace those at the base of the tower because they are buried within concrete atop pilings that reach deep into bedrock.\u003c/p>\n\u003cp>This report is only the latest in a string of revelations that have raised concerns over the past two months as to whether the new span will be ready to open on schedule on Labor Day weekend and, more fundamentally, whether it will be safe to drive on once it does open.\u003c/p>\n\u003cp>Recent related posts:\u003c/p>\n\u003cp>\u003cstrong>May 8, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/05/08/caltrans-bay-bridge-repair-could-cost-10-million-bridge/\">Caltrans: Bay Bridge Repair Could Cost $10 Million; Hopes For Scheduled Labor Day Opening\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>In the 1989 Loma Prieta earthquake, one section of the upper deck of the Bay Bridge's eastern span collapsed onto the lower deck. The bridge was closed for repairs for a month. In 2002, reconstruction started on a self-anchored suspension bridge to replace the eastern span, and it is scheduled to open around Labor Day 2013.\u003c/p>\n\u003cp>During the past six weeks, as it's become clear that the new bridge contains unsafe bolts that could fail in another earthquake, Caltrans has been scrambling to stay on that schedule.\u003ca href=\"http://ww2.kqed.org/news/2013/03/28/engineers-zero-in-on-bay-bridge-broken-bolt-solutions/rs4366_091/\" rel=\"attachment wp-att-92797\">\u003cimg class=\"alignnone size-large wp-image-92797\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/RS4366_091-1024x682.jpg\" alt=\"RS4366_091\" width=\"640\" height=\"426\">\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>May 8, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/05/08/caltrans-bay-bridge-repair-could-cost-10-million-bridge/\">Caltrans: Bay Bridge Repair Could Cost $10 Million; Hopes For Scheduled Labor Day Opening\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>May 8, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/05/07/96417/\">State Senator: Caltrans Took Unnecessary Risks With Bay Bridge\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 29, 2013\u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/04/29/95520/\"> New Bay Bridge Span May Contain More Vulnerable Steel Parts\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>April 24, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/24/bay-bridge-bolts/\">Even Bolts That Haven't Failed Will Be Replaced on Bay Bridge; Expert Slams Caltrans\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 10, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/10/broken-bolts-could-result-from-bay-bridge-design-flaw/\">Rainwater Might Have Damaged Flawed Bay Bridge Bolts\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 3, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/03/more-bay-bridge-parts-to-be-examined/\">(Document) More Bay Bridge Parts to be Examined\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>March 28, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/03/28/engineers-zero-in-on-bay-bridge-broken-bolt-solutions/\">Engineers Zero in on Bay Bridge Broken Bolt Solutions\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>March 27, 2013\u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/03/27/bay-bridge-bolts-snap-repairs-could-cost-up-to-5-million/\"> Bolts Snap on Bay Bridge's New East Span, Repairs Could Cost Up to $5 Million\u003c/a>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>April 24, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/24/bay-bridge-bolts/\">Even Bolts That Haven't Failed Will Be Replaced on Bay Bridge; Expert Slams Caltrans\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 10, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/10/broken-bolts-could-result-from-bay-bridge-design-flaw/\">Rainwater Might Have Damaged Flawed Bay Bridge Bolts\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>April 3, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/04/03/more-bay-bridge-parts-to-be-examined/\">(Document) More Bay Bridge Parts to be Examined\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>March 28, 2013\u003c/strong> \u003ca href=\"http://ww2.kqed.org/news/2013/03/28/engineers-zero-in-on-bay-bridge-broken-bolt-solutions/\">Engineers Zero in on Bay Bridge Broken Bolt Solutions\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>March 27, 2013\u003c/strong>\u003ca href=\"http://ww2.kqed.org/news/2013/03/27/bay-bridge-bolts-snap-repairs-could-cost-up-to-5-million/\"> Bolts Snap on Bay Bridge's New East Span, Repairs Could Cost Up to $5 Million\u003c/a>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003cimg src=\"http://u.s.kqed.net/2013/05/08/BayBridges.jpg\" alt=\"\" width=\"400\" height=\"300\">\u003cfigcaption class=\"wp-caption-text\">The old and new eastern spans of the Bay Bridge. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>OAKLAND, Calif. (AP) — The planned repair for seismic safety rods that snapped on the new span of the San Francisco-Oakland Bay Bridge could cost between $5 million to $10 million, a state transportation official said on Wednesday.\u003c/p>\n\u003cp>California Transportation Commission Executive Director Andre Boutros told a meeting of the Bay Area Toll Authority that repair officials plan to go ahead with a fix for the 32 rods that failed, which involves installing a steel saddle.\u003c/p>\n\u003cp>The saddle would be placed over the broken rods and held in place with steel cables that would be covered up with concrete so they wouldn't be seen, he said. Another repair option would have been more expensive.\u003cbr>\n\u003c!--more-->\u003cbr>\nOfficials are still hopeful they can open the bridge on schedule on Labor Day.\u003c/p>\n\u003cp>The rods connect steel earthquake safety devices called shear keys to the deck of the bridge and a large concrete cap. Shear keys would help control swaying during an earthquake.\u003c/p>\n\u003cp>The new bridge, which is replacing a span damaged during the 1989 Loma Prieta earthquake, is designed to withstand a major temblor. It is already years late in opening and billions of dollars over budget.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Documents released last month by the California Department of Transportation show its inspectors found structural integrity issues with some of the rods several years ago, before they were installed.\u003c/p>\n\u003cp>The documents were unclear about whether the problems were remedied before the rods were delivered and installed. The inspectors noted that they failed elongation tests for structural integrity and said they were concerned about the quality of work by the company that galvanized them to prevent corrosion.\u003c/p>\n\u003cp>The 32 rods that failed were among a group of 96 from 2008. Officials have blamed what's called hydrogen embrittlement, at least in part due to moisture and water from the foggy environment enveloping the bridge, for their failure.\u003c/p>\n\u003cp>Another batch of 192 bolts from 2010 has been installed. Tests of those bolts have shown no signs of weakness or hydrogen embrittlement, Steve Heminger, executive director of the Metropolitan Transportation Commission, said at the meeting on Wednesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We're starting to see more daylight between the 2008 bolts with the hydrogen embrittlement problem and the 2010 bolts, which do not seem to be developing this problem,\" he said.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure class=\"wp-caption alignleft\" style=\"max-width: 400px\">\u003cimg src=\"http://u.s.kqed.net/2013/05/08/BayBridges.jpg\" alt=\"\" width=\"400\" height=\"300\">\u003cfigcaption class=\"wp-caption-text\">The old and new eastern spans of the Bay Bridge. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>OAKLAND, Calif. (AP) — The planned repair for seismic safety rods that snapped on the new span of the San Francisco-Oakland Bay Bridge could cost between $5 million to $10 million, a state transportation official said on Wednesday.\u003c/p>\n\u003cp>California Transportation Commission Executive Director Andre Boutros told a meeting of the Bay Area Toll Authority that repair officials plan to go ahead with a fix for the 32 rods that failed, which involves installing a steel saddle.\u003c/p>\n\u003cp>The saddle would be placed over the broken rods and held in place with steel cables that would be covered up with concrete so they wouldn't be seen, he said. Another repair option would have been more expensive.\u003cbr>\n\u003c!--more-->\u003cbr>\nOfficials are still hopeful they can open the bridge on schedule on Labor Day.\u003c/p>\n\u003cp>The rods connect steel earthquake safety devices called shear keys to the deck of the bridge and a large concrete cap. Shear keys would help control swaying during an earthquake.\u003c/p>\n\u003cp>The new bridge, which is replacing a span damaged during the 1989 Loma Prieta earthquake, is designed to withstand a major temblor. It is already years late in opening and billions of dollars over budget.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Documents released last month by the California Department of Transportation show its inspectors found structural integrity issues with some of the rods several years ago, before they were installed.\u003c/p>\n\u003cp>The documents were unclear about whether the problems were remedied before the rods were delivered and installed. The inspectors noted that they failed elongation tests for structural integrity and said they were concerned about the quality of work by the company that galvanized them to prevent corrosion.\u003c/p>\n\u003cp>The 32 rods that failed were among a group of 96 from 2008. Officials have blamed what's called hydrogen embrittlement, at least in part due to moisture and water from the foggy environment enveloping the bridge, for their failure.\u003c/p>\n\u003cp>Another batch of 192 bolts from 2010 has been installed. Tests of those bolts have shown no signs of weakness or hydrogen embrittlement, Steve Heminger, executive director of the Metropolitan Transportation Commission, said at the meeting on Wednesday.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\"We're starting to see more daylight between the 2008 bolts with the hydrogen embrittlement problem and the 2010 bolts, which do not seem to be developing this problem,\" he said.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The bolts snap, the plot thickens.\u003c/p>\n\u003cfigure id=\"attachment_93871\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/04/10/broken-bolts-could-result-from-bay-bridge-design-flaw/bay-bridge-bolts-2/\" rel=\"attachment wp-att-93871\">\u003cimg class=\"size-medium wp-image-93871\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/bay-bridge-bolts-300x200.jpg\" alt=\"The nearly completed west span of the Bay Bridge. (Deborah Svoboda/KQED)\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The nearly completed eastern span of the Bay Bridge. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>California Transportation Department officials at a meeting of the Metropolitan Transportation Commission on Wednesday said that faulty bolts being used in the construction of a new span of the Bay Bridge might have been damaged by rainwater, reports KQED's Rachel Dornhelm.\u003c/p>\n\u003cp>They also said they can't promise the bridge will be ready for its scheduled Labor Day opening.\u003c/p>\n\u003cp>The bolts are intended to stabilize the bridge in the event of an earthquake. Earlier reports focused on the manufacturing process. In fact, some questions came up about the way the bolts were made by Dyson Corp. of Ohio, and hydrogen in the bolts appears to have made them brittle.\u003c/p>\n\u003cp>But engineers in the meeting raised a new possibility: The hydrogen could have come from rainwater gathering in the holes where the bolts sat after being installed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>When workers tried to tighten 96 bolts between March 8 and March 15, 32 of them snapped. One bit of evidence supporting the rainwater theory is that the flaws were in the bottoms of the bolts where water is most likely to have collected.\u003c/p>\n\u003cp>But the investigation is not yet complete.\u003c/p>\n\u003cp>Also at the MTC meeting, engineers said they had not yet figured out how to compensate for the broken bolts. They mentioned an external harness and additional concrete as two of the possibilities under consideration.\u003c/p>\n\u003cp>Since they don't know how they're going to fix the problem, the Caltrans engineers said they can't guarantee the bridge will open as scheduled on Labor Day.\u003c/p>\n\u003cp>That concerned Oakland Mayor Jean Quan and other leaders at the meeting because festivities are planned for that date.\u003c/p>\n\u003cp>The Caltrans engineers said it might be possible to start using the bridge even before the bolt problem is fixed because the new span would still be stronger than the bridge that drivers are using now.\u003c/p>\n\u003cp>They did have some good news: Another batch of 192 bolts from the same manufacturer, Dyson Corp., have stood up to stress tests. These bolts were made in 2010. The ones that broke were made in 2008.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The bolts snap, the plot thickens.\u003c/p>\n\u003cfigure id=\"attachment_93871\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/04/10/broken-bolts-could-result-from-bay-bridge-design-flaw/bay-bridge-bolts-2/\" rel=\"attachment wp-att-93871\">\u003cimg class=\"size-medium wp-image-93871\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/04/bay-bridge-bolts-300x200.jpg\" alt=\"The nearly completed west span of the Bay Bridge. (Deborah Svoboda/KQED)\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The nearly completed eastern span of the Bay Bridge. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>California Transportation Department officials at a meeting of the Metropolitan Transportation Commission on Wednesday said that faulty bolts being used in the construction of a new span of the Bay Bridge might have been damaged by rainwater, reports KQED's Rachel Dornhelm.\u003c/p>\n\u003cp>They also said they can't promise the bridge will be ready for its scheduled Labor Day opening.\u003c/p>\n\u003cp>The bolts are intended to stabilize the bridge in the event of an earthquake. Earlier reports focused on the manufacturing process. In fact, some questions came up about the way the bolts were made by Dyson Corp. of Ohio, and hydrogen in the bolts appears to have made them brittle.\u003c/p>\n\u003cp>But engineers in the meeting raised a new possibility: The hydrogen could have come from rainwater gathering in the holes where the bolts sat after being installed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>How much of the new Bay Bridge span is faulty?\u003c/p>\n\u003cp>Eager to get an answer to that question, investigators will scrutinize every single part supplied by Dyson Corp, Bay Bridge spokesman Andrew Gordon told KQED's Tara Siler.\u003c/p>\n\u003cfigure id=\"attachment_92879\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/29/news-pix-prop-8-oral-arguments-bay-bridge-bolts-snap-devils-slide-tunnel-opens/bay-bridge-bolts/\" rel=\"attachment wp-att-92879\">\u003cimg class=\"size-medium wp-image-92879\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bay-bridge-bolts-300x210.jpg\" alt=\"A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\" width=\"300\" height=\"210\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The Ohio company made threaded rods (also called bolts) that snapped when tightened last month, and also supplied many other components for the project. But Gordon could not say how many or how crucial are the parts that Dyson supplied.\u003c/p>\n\u003cp>The Toll Bridge Program Oversight Committee \"has ordered a thorough review, which includes looking at all possible options for fixing the situation in regard to the bolts that broke, how the shear key that those bolts were supposed to hold down can be secured, thoroughly looking at the other rods that are out there that were provided by Dyson, and looking at any and all other components and pieces that were also provided by Dyson,\" Gordon said.\u003c/p>\n\u003cp>The list of those parts \"is being compiled,\" he said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But \"records obtained by the [Sacramento] Bee\" show that at least 15 other parts from the company have failed quality tests, \u003ca href=\"http://www.sacbee.com/2013/04/01/5308945/caltrans-reviewing-whether-broken.html\">according to the newspaper\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>According to Caltrans records, the parts manufactured by Dyson that failed quality tests\u003c!--more--> included 1-inch diameter, 17-inch long bolts - also for the shear keys and bearings - and 3.5-inch diameter, 4-foot long anchor rods for the main cable of the suspension span.\u003c/p>\u003c/blockquote>\n\u003cp>The problem surfaced last week when Tony Anziano, toll bridge program manager, revealed at a meeting of the Metropolitan Transportation Commission that 32 out of 96 anchor rods holding two shear keys had snapped. The shear keys are intended to bolster part of the bridge in an earthquake.\u003c/p>\n\u003cp>Gordon did give an accounting of the number of such rods: \"There are a total 288 anchor rods, 24 anchor rods for each bearing, four bearings, 48 anchor rods for each shear key. The rods in question are the 96 that were tightened for two shear keys.\"\u003c/p>\n\u003cp>But he said bridge engineers had not decided yet how to test the rods and other components from Dyson. The rods appear to have broken because they were made of steel contaminated by hydrogen.\u003c/p>\n\u003cp>The\u003ca href=\"http://www.sfgate.com/crime/article/Caltrans-to-check-parts-on-Bay-Bridge-4404946.php\"> San Francisco Chronicle \u003c/a>reports that the bridge engineers did not test for that problem, even though some tests indicated problems:\u003c/p>\n\u003cblockquote>\u003cp>Caltrans acknowledged Monday that earlier tests performed on some of those galvanized-steel bolts had raised questions about their ability to stretch during an earthquake, but that agency engineers had approved them anyway.\u003c/p>\u003c/blockquote>\n\u003cp>This Caltrans memo outlines the testing work to be done:\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca title=\"View Steel Rods Memo 3-29 on Scribd\" href=\"http://www.scribd.com/doc/133919304/Steel-Rods-Memo-3-29\">Steel Rods Memo 3-29\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe src=\"http://www.scribd.com/embeds/133919304/content?start_page=1&view_mode=scroll\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>How much of the new Bay Bridge span is faulty?\u003c/p>\n\u003cp>Eager to get an answer to that question, investigators will scrutinize every single part supplied by Dyson Corp, Bay Bridge spokesman Andrew Gordon told KQED's Tara Siler.\u003c/p>\n\u003cfigure id=\"attachment_92879\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/29/news-pix-prop-8-oral-arguments-bay-bridge-bolts-snap-devils-slide-tunnel-opens/bay-bridge-bolts/\" rel=\"attachment wp-att-92879\">\u003cimg class=\"size-medium wp-image-92879\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/bay-bridge-bolts-300x210.jpg\" alt=\"A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\" width=\"300\" height=\"210\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of the underside of the eastern side of the new Bay Bridge on March 27. Bolts can be seen in a rectangular formation in the center of the photo. Thirty-two steel rods on the new eastern span have snapped. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The Ohio company made threaded rods (also called bolts) that snapped when tightened last month, and also supplied many other components for the project. But Gordon could not say how many or how crucial are the parts that Dyson supplied.\u003c/p>\n\u003cp>The Toll Bridge Program Oversight Committee \"has ordered a thorough review, which includes looking at all possible options for fixing the situation in regard to the bolts that broke, how the shear key that those bolts were supposed to hold down can be secured, thoroughly looking at the other rods that are out there that were provided by Dyson, and looking at any and all other components and pieces that were also provided by Dyson,\" Gordon said.\u003c/p>\n\u003cp>The list of those parts \"is being compiled,\" he said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But \"records obtained by the [Sacramento] Bee\" show that at least 15 other parts from the company have failed quality tests, \u003ca href=\"http://www.sacbee.com/2013/04/01/5308945/caltrans-reviewing-whether-broken.html\">according to the newspaper\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>According to Caltrans records, the parts manufactured by Dyson that failed quality tests\u003c!--more--> included 1-inch diameter, 17-inch long bolts - also for the shear keys and bearings - and 3.5-inch diameter, 4-foot long anchor rods for the main cable of the suspension span.\u003c/p>\u003c/blockquote>\n\u003cp>The problem surfaced last week when Tony Anziano, toll bridge program manager, revealed at a meeting of the Metropolitan Transportation Commission that 32 out of 96 anchor rods holding two shear keys had snapped. The shear keys are intended to bolster part of the bridge in an earthquake.\u003c/p>\n\u003cp>Gordon did give an accounting of the number of such rods: \"There are a total 288 anchor rods, 24 anchor rods for each bearing, four bearings, 48 anchor rods for each shear key. The rods in question are the 96 that were tightened for two shear keys.\"\u003c/p>\n\u003cp>But he said bridge engineers had not decided yet how to test the rods and other components from Dyson. The rods appear to have broken because they were made of steel contaminated by hydrogen.\u003c/p>\n\u003cp>The\u003ca href=\"http://www.sfgate.com/crime/article/Caltrans-to-check-parts-on-Bay-Bridge-4404946.php\"> San Francisco Chronicle \u003c/a>reports that the bridge engineers did not test for that problem, even though some tests indicated problems:\u003c/p>\n\u003cblockquote>\u003cp>Caltrans acknowledged Monday that earlier tests performed on some of those galvanized-steel bolts had raised questions about their ability to stretch during an earthquake, but that agency engineers had approved them anyway.\u003c/p>\u003c/blockquote>\n\u003cp>This Caltrans memo outlines the testing work to be done:\u003c/p>\n\u003cp style=\"margin: 12px auto 6px auto;font-family: Helvetica,Arial,Sans-serif;font-style: normal;font-variant: normal;font-weight: normal;font-size: 14px;line-height: normal\">\u003ca title=\"View Steel Rods Memo 3-29 on Scribd\" href=\"http://www.scribd.com/doc/133919304/Steel-Rods-Memo-3-29\">Steel Rods Memo 3-29\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ciframe src=\"http://www.scribd.com/embeds/133919304/content?start_page=1&view_mode=scroll\" frameborder=\"0\" scrolling=\"no\" width=\"100%\" height=\"600\">\u003c/iframe>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Arrests Reported in Tree-Sitting Bypass Protest",
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"content": "\u003cp>From her vantage point in a ponderosa pine, Amanda Senseman—better known as Warbler—can see for miles. Thursday morning she spotted something that made her angry: California Highway Patrol officers arresting folks who share her opposition to a Highway 101 bypass.\u003c/p>\n\u003cfigure id=\"attachment_92067\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/21/arrests-reported-in-tree-sitting-bypass-protest/fencing-truck-in-willits/\" rel=\"attachment wp-att-92067\">\u003cimg class=\"size-medium wp-image-92067\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/fencing-truck-in-Willits-300x200.jpg\" alt=\"A big-rig piled with wood for a fence around the construction site arrived on Feb. 28. (Deborah Svoboda/KQED)\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A big rig piled with wood for a fence around the construction site arrived on Feb. 28. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Warbler said at least one of the protesters was chanting support for the tree sitter, who is hoping that her occupation of the pine will stop construction on the bypass.\u003c/p>\n\u003cp>\"I'm angry because they are not listening and they are going ahead with this project that is clearly opposed by most of the people who live here,\" Warbler said.\u003c/p>\n\u003cp>CHP spokespeople referred questions to an officer who was not available for comment on Thursday morning.\u003c/p>\n\u003cp>The arrests went along with the construction of a lot of fencing, Warbler said.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"They are definitely making it hard to get access to this area,\" she said.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/12/the-bird-vs-the-bypass-tree-sitter-fights-mendocino-highway-project/\">Warbler slideshow\u003c/a>\u003c/aside>\n\u003cp>Caltrans is building the bypass around downtown Willits where the highway currently slows down. Opponents say it will damage wetlands, bird habitat and rivers where coho salmon swim.\u003c/p>\n\u003cp>Warbler has perched 71 feet in the tree for the past 53 days, she said, and has no intention of coming down until Caltrans agrees to consider alternatives to the bypass.\u003c/p>\n\u003cp>The protests have delayed the project, the Ukiah Daily Journal \u003ca href=\"http://www.ukiahdailyjournal.com/ci_22837785/update-showdown-likely-between-protesters-and-caltrans\">reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Some anti-bypass activists had called for an \"occupy-style\" encampment starting Sunday night for the area along Highway 101 near the site of the ongoing protest tree-sit, but there was little sign of this activity. More than 50 protesters gathered at the Warbler tree sit protest on Monday. Early Tuesday morning, a number of protesters gathered again at the site, waving signs and singing songs.\u003c/p>\n\u003cp>Caltrans has already fallen behind in its construction schedule since the first field work started and then stopped Feb. 25 at the request of the California Department of Fish and Wildlife. The CDFW requested Caltrans improve its bird monitoring protocols before disturbing more vegetation.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>From her vantage point in a ponderosa pine, Amanda Senseman—better known as Warbler—can see for miles. Thursday morning she spotted something that made her angry: California Highway Patrol officers arresting folks who share her opposition to a Highway 101 bypass.\u003c/p>\n\u003cfigure id=\"attachment_92067\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/21/arrests-reported-in-tree-sitting-bypass-protest/fencing-truck-in-willits/\" rel=\"attachment wp-att-92067\">\u003cimg class=\"size-medium wp-image-92067\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2013/03/fencing-truck-in-Willits-300x200.jpg\" alt=\"A big-rig piled with wood for a fence around the construction site arrived on Feb. 28. (Deborah Svoboda/KQED)\" width=\"300\" height=\"200\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A big rig piled with wood for a fence around the construction site arrived on Feb. 28. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>Warbler said at least one of the protesters was chanting support for the tree sitter, who is hoping that her occupation of the pine will stop construction on the bypass.\u003c/p>\n\u003cp>\"I'm angry because they are not listening and they are going ahead with this project that is clearly opposed by most of the people who live here,\" Warbler said.\u003c/p>\n\u003cp>CHP spokespeople referred questions to an officer who was not available for comment on Thursday morning.\u003c/p>\n\u003cp>The arrests went along with the construction of a lot of fencing, Warbler said.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"They are definitely making it hard to get access to this area,\" she said.\u003c/p>\n\u003caside class=\"pullquote alignleft\">\u003ca href=\"http://ww2.kqed.org/news/2013/03/12/the-bird-vs-the-bypass-tree-sitter-fights-mendocino-highway-project/\">Warbler slideshow\u003c/a>\u003c/aside>\n\u003cp>Caltrans is building the bypass around downtown Willits where the highway currently slows down. Opponents say it will damage wetlands, bird habitat and rivers where coho salmon swim.\u003c/p>\n\u003cp>Warbler has perched 71 feet in the tree for the past 53 days, she said, and has no intention of coming down until Caltrans agrees to consider alternatives to the bypass.\u003c/p>\n\u003cp>The protests have delayed the project, the Ukiah Daily Journal \u003ca href=\"http://www.ukiahdailyjournal.com/ci_22837785/update-showdown-likely-between-protesters-and-caltrans\">reports\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>Some anti-bypass activists had called for an \"occupy-style\" encampment starting Sunday night for the area along Highway 101 near the site of the ongoing protest tree-sit, but there was little sign of this activity. More than 50 protesters gathered at the Warbler tree sit protest on Monday. Early Tuesday morning, a number of protesters gathered again at the site, waving signs and singing songs.\u003c/p>\n\u003cp>Caltrans has already fallen behind in its construction schedule since the first field work started and then stopped Feb. 25 at the request of the California Department of Fish and Wildlife. The CDFW requested Caltrans improve its bird monitoring protocols before disturbing more vegetation.\u003c/p>\u003c/blockquote>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Millbrae Intersections Continue to Claim Victims",
"title": "Millbrae Intersections Continue to Claim Victims",
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"content": "\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/accidents-take-toll-millbrae-pedestrians/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/12/BayCitizenLogo2.png\">\u003cimg class=\"alignleft size-full wp-image-82335\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/12/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>A perilous stretch of El Camino Real in Millbrae where the state was found liable in 2010 for endangering pedestrians continues to claim victims as people try to cross the busy six-lane thoroughfare.\u003c/p>\n\u003cp>Caltrans was \u003ca href=\"http://archives.smdailyjournal.com/article_preview.php?id=136003\" target=\"_blank\">ordered to pay\u003c/a> $8 million to the family of Emily Liou, who was struck by a Toyota in 2006 while crossing the highway in a crosswalk. Age 17 at the time, she was left in a coma. The jury found that Caltrans had known for years that the crosswalks without traffic signals were dangerous but had taken no action to prevent the accident.\u003c/p>\n\u003cfigure id=\"attachment_82336\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/12/El-Camino-Real-in-Millbrae-Zucha-Elinson-The-Bay-Citizen.jpg\">\u003cimg class=\"size-full wp-image-82336 \" title=\"El Camino Real in Millbrae Zucha Elinson The Bay Citizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/12/El-Camino-Real-in-Millbrae-Zucha-Elinson-The-Bay-Citizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Three people have been struck walking in this crosswalk at Santa Helena Avenue and El Camino Real in the past two months. (Zusha Elinson/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>Despite the jury’s verdict, Caltrans has done little since then to improve the crossing at Ludeman Lane where Liou was hit or three similar crosswalks within a six-block stretch of El Camino Real. Since the accident, 11 more pedestrians have been hit in these crosswalks. In the past six weeks alone, three people have been injured.\u003c/p>\n\u003cp>Caltrans spokeswoman Gidget Navarro told The Bay Citizen last week that the agency had installed pedestrian lights at the intersection where Liou was struck. But a visit to the site found no lights. On a rainy evening last week, pedestrians waited along El Camino Real for several minutes at a time for rush-hour traffic to thin just enough so they could scamper across the highway.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In an email late Wednesday, Navarro acknowledged that the lights had not been installed but gave no further explanation. Caltrans has jurisdiction over El Camino Real, also known as state Highway 82.\u003c/p>\n\u003cp>After the Liou trial, Caltrans repainted the crosswalk and added \u003ca href=\"http://mutcd.fhwa.dot.gov/services/publications/fhwaop02090/index.htm\">white triangles on the pavement\u003c/a> outside the white lines, indicating drivers must yield.\u003c!--more-->\u003c/p>\n\u003cp>Pedestrian advocates, local officials and lawyers say that Caltrans has a long history of ignoring pedestrians in favor of car traffic. After Liou was hit, Caltrans blocked a 2006 effort by Millbrae to install flashing lights at a nearby crosswalk. During the 2010 trial, Liou’s lawyers showed that Caltrans had never studied pedestrian accident rates in the area or how many people used the crosswalks.\u003c/p>\n\u003cp>“I think they’re way behind the eight ball when it comes to pedestrian safety,” said Rich Shoenberger, an attorney who represented Liou’s family in the successful lawsuit. “In this instance there couldn't have been a bigger wake-up call to pay attention to the El Camino Real.”\u003c/p>\n\u003cp>The heavily traveled section of highway is near shops, restaurants, three schools and four parks and is about a mile from the Millbrae BART and Caltrain station.\u003c/p>\n\u003cp>Navarro, the Caltrans spokeswoman, said earlier that the agency has initiated a pilot program to address pedestrian safety in San Mateo and Solano counties. She said the agency will install pavement markings and flashing beacons that can be triggered by the push of a button at all uncontrolled intersections along that stretch of El Camino Real. The project “will take a couple of years to finalize,” she said but gave no target date for completion.\u003c/p>\n\u003cp>Millbrae resident Jean Escobar and her 13-year-old son, Ruben, were hit by a driver on the morning of Oct. 13 while crossing El Camino Real in the crosswalk at Santa Helena Avenue. The car slammed into Jean Escobar’s leg and lifted her son onto the hood, injuring his arm.\u003c/p>\n\u003cp>Under California law, \u003ca href=\"http://www.dmv.ca.gov/pubs/hdbk/right_of_way.htm\">pedestrians in a crosswalk have the right of way\u003c/a>.\u003c/p>\n\u003cp>“We just want to feel safe crossing the street,” said Escobar, a 34-year-old mechanical equipment saleswoman, who on one occasion used glow sticks to make sure passing motorists saw her and Ruben as they crossed the road.\u003c/p>\n\u003cp>A month later, a 17-year-old girl was walking in the same crosswalk when a car hit her. She sustained major injuries, according to the San Mateo County Sheriff.\u003c/p>\n\u003cp>“It cost so much money for those people’s accident,” Escobar said, referring to the Liou verdict. “Why don’t they just invest that money to prevent it in the first place?”\u003c/p>\n\u003cp>The jury awarded Liou's family $12.2 million, finding Caltrans 50 percent at fault, the driver 30 percent and Liou, who was wearing dark clothes and listening to an iPod, 20 percent. Caltrans' share ended up being $8 million because the driver's insurance didn't cover her percentage of the damages, according to Schoenberger.\u003c/p>\n\u003cp>Schoenberger, a partner at Walkup, Melodia, Kelly & Schoenberger, said he was surprised that so little had been done to improve safety for pedestrians.\u003c/p>\n\u003cp>“The fact that they have done nothing to alleviate the obvious and well-known hazards on that roadway is egregious and bordering on despicable because more and more people are getting hurt,” Schoenberger said.\u003c/p>\n\u003cp>The accident toll of 11 since 2006 is based on data from UC Berkeley’s Transportation Injury Mapping System and the San Mateo County Sheriff.\u003c/p>\n\u003cp>Millbrae officials say they have battled Caltrans for years to make changes to El Camino Real. After Liou was hurt, the City Council \u003ca href=\"http://groups.yahoo.com/group/BATN/message/29902\" target=\"_blank\">voted to spend $75,000\u003c/a> to install flashing pedestrian lights at nearby Millwood Drive. But Caltrans rejected the plan, said Millbrae City Clerk Angela Louis.\u003c/p>\n\u003cp>Caltrans told the city it would install a traffic light at Millwood instead, Louis said, but the work has yet to begin. She noted that it took nearly a decade for Caltrans to begin installing a traffic light that the city had requested on another section of El Camino Real.\u003c/p>\n\u003cp>“We’re going to be patient,” Louis said. “The wheels of government move slowly sometimes.”\u003c/p>\n\u003cp>In the meantime, Millbrae has taken matters into its own hands, rolling out a temporary lighted sign that warns oncoming cars about pedestrians at the intersection where Liou tried to cross the street on a March evening in 2006.\u003c/p>\n\u003cp>On a half-mile stretch of El Camino Real in Millbrae there are four crosswalks, which are marked but have no stop signs or traffic lights. Pedestrians continue to be injured by cars while crossing in the crosswalk even after the state was held liable for a dangerous design on that stretch of highway.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>This story was produced by The Bay Citizen, a project of the Center for Investigative Reporting. Learn more at www.baycitizen.org.\u003c/em>\u003c/p>\n\n",
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"description": "by Zusha Elinson, The Bay Citizen A perilous stretch of El Camino Real in Millbrae where the state was found liable in 2010 for endangering pedestrians continues to claim victims as people try to cross the busy six-lane thoroughfare. Caltrans was ordered to pay $8 million to the family of Emily Liou, who was struck",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>by Zusha Elinson, \u003ca href=\"http://www.baycitizen.org/transportation/story/accidents-take-toll-millbrae-pedestrians/\">The Bay Citizen\u003c/a>\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/12/BayCitizenLogo2.png\">\u003cimg class=\"alignleft size-full wp-image-82335\" title=\"BayCitizenLogo\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/12/BayCitizenLogo2.png\" alt=\"\" width=\"218\" height=\"74\">\u003c/a>A perilous stretch of El Camino Real in Millbrae where the state was found liable in 2010 for endangering pedestrians continues to claim victims as people try to cross the busy six-lane thoroughfare.\u003c/p>\n\u003cp>Caltrans was \u003ca href=\"http://archives.smdailyjournal.com/article_preview.php?id=136003\" target=\"_blank\">ordered to pay\u003c/a> $8 million to the family of Emily Liou, who was struck by a Toyota in 2006 while crossing the highway in a crosswalk. Age 17 at the time, she was left in a coma. The jury found that Caltrans had known for years that the crosswalks without traffic signals were dangerous but had taken no action to prevent the accident.\u003c/p>\n\u003cfigure id=\"attachment_82336\" class=\"wp-caption alignright\" style=\"max-width: 235px\">\u003ca href=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/12/El-Camino-Real-in-Millbrae-Zucha-Elinson-The-Bay-Citizen.jpg\">\u003cimg class=\"size-full wp-image-82336 \" title=\"El Camino Real in Millbrae Zucha Elinson The Bay Citizen\" src=\"http://ww2.kqed.org/news/wp-content/uploads/sites/10/2012/12/El-Camino-Real-in-Millbrae-Zucha-Elinson-The-Bay-Citizen.jpg\" alt=\"\" width=\"235\" height=\"230\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Three people have been struck walking in this crosswalk at Santa Helena Avenue and El Camino Real in the past two months. (Zusha Elinson/The Bay Citizen)\u003c/figcaption>\u003c/figure>\n\u003cp>Despite the jury’s verdict, Caltrans has done little since then to improve the crossing at Ludeman Lane where Liou was hit or three similar crosswalks within a six-block stretch of El Camino Real. Since the accident, 11 more pedestrians have been hit in these crosswalks. In the past six weeks alone, three people have been injured.\u003c/p>\n\u003cp>Caltrans spokeswoman Gidget Navarro told The Bay Citizen last week that the agency had installed pedestrian lights at the intersection where Liou was struck. But a visit to the site found no lights. On a rainy evening last week, pedestrians waited along El Camino Real for several minutes at a time for rush-hour traffic to thin just enough so they could scamper across the highway.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In an email late Wednesday, Navarro acknowledged that the lights had not been installed but gave no further explanation. Caltrans has jurisdiction over El Camino Real, also known as state Highway 82.\u003c/p>\n\u003cp>After the Liou trial, Caltrans repainted the crosswalk and added \u003ca href=\"http://mutcd.fhwa.dot.gov/services/publications/fhwaop02090/index.htm\">white triangles on the pavement\u003c/a> outside the white lines, indicating drivers must yield.\u003c!--more-->\u003c/p>\n\u003cp>Pedestrian advocates, local officials and lawyers say that Caltrans has a long history of ignoring pedestrians in favor of car traffic. After Liou was hit, Caltrans blocked a 2006 effort by Millbrae to install flashing lights at a nearby crosswalk. During the 2010 trial, Liou’s lawyers showed that Caltrans had never studied pedestrian accident rates in the area or how many people used the crosswalks.\u003c/p>\n\u003cp>“I think they’re way behind the eight ball when it comes to pedestrian safety,” said Rich Shoenberger, an attorney who represented Liou’s family in the successful lawsuit. “In this instance there couldn't have been a bigger wake-up call to pay attention to the El Camino Real.”\u003c/p>\n\u003cp>The heavily traveled section of highway is near shops, restaurants, three schools and four parks and is about a mile from the Millbrae BART and Caltrain station.\u003c/p>\n\u003cp>Navarro, the Caltrans spokeswoman, said earlier that the agency has initiated a pilot program to address pedestrian safety in San Mateo and Solano counties. She said the agency will install pavement markings and flashing beacons that can be triggered by the push of a button at all uncontrolled intersections along that stretch of El Camino Real. The project “will take a couple of years to finalize,” she said but gave no target date for completion.\u003c/p>\n\u003cp>Millbrae resident Jean Escobar and her 13-year-old son, Ruben, were hit by a driver on the morning of Oct. 13 while crossing El Camino Real in the crosswalk at Santa Helena Avenue. The car slammed into Jean Escobar’s leg and lifted her son onto the hood, injuring his arm.\u003c/p>\n\u003cp>Under California law, \u003ca href=\"http://www.dmv.ca.gov/pubs/hdbk/right_of_way.htm\">pedestrians in a crosswalk have the right of way\u003c/a>.\u003c/p>\n\u003cp>“We just want to feel safe crossing the street,” said Escobar, a 34-year-old mechanical equipment saleswoman, who on one occasion used glow sticks to make sure passing motorists saw her and Ruben as they crossed the road.\u003c/p>\n\u003cp>A month later, a 17-year-old girl was walking in the same crosswalk when a car hit her. She sustained major injuries, according to the San Mateo County Sheriff.\u003c/p>\n\u003cp>“It cost so much money for those people’s accident,” Escobar said, referring to the Liou verdict. “Why don’t they just invest that money to prevent it in the first place?”\u003c/p>\n\u003cp>The jury awarded Liou's family $12.2 million, finding Caltrans 50 percent at fault, the driver 30 percent and Liou, who was wearing dark clothes and listening to an iPod, 20 percent. Caltrans' share ended up being $8 million because the driver's insurance didn't cover her percentage of the damages, according to Schoenberger.\u003c/p>\n\u003cp>Schoenberger, a partner at Walkup, Melodia, Kelly & Schoenberger, said he was surprised that so little had been done to improve safety for pedestrians.\u003c/p>\n\u003cp>“The fact that they have done nothing to alleviate the obvious and well-known hazards on that roadway is egregious and bordering on despicable because more and more people are getting hurt,” Schoenberger said.\u003c/p>\n\u003cp>The accident toll of 11 since 2006 is based on data from UC Berkeley’s Transportation Injury Mapping System and the San Mateo County Sheriff.\u003c/p>\n\u003cp>Millbrae officials say they have battled Caltrans for years to make changes to El Camino Real. After Liou was hurt, the City Council \u003ca href=\"http://groups.yahoo.com/group/BATN/message/29902\" target=\"_blank\">voted to spend $75,000\u003c/a> to install flashing pedestrian lights at nearby Millwood Drive. But Caltrans rejected the plan, said Millbrae City Clerk Angela Louis.\u003c/p>\n\u003cp>Caltrans told the city it would install a traffic light at Millwood instead, Louis said, but the work has yet to begin. She noted that it took nearly a decade for Caltrans to begin installing a traffic light that the city had requested on another section of El Camino Real.\u003c/p>\n\u003cp>“We’re going to be patient,” Louis said. “The wheels of government move slowly sometimes.”\u003c/p>\n\u003cp>In the meantime, Millbrae has taken matters into its own hands, rolling out a temporary lighted sign that warns oncoming cars about pedestrians at the intersection where Liou tried to cross the street on a March evening in 2006.\u003c/p>\n\u003cp>On a half-mile stretch of El Camino Real in Millbrae there are four crosswalks, which are marked but have no stop signs or traffic lights. Pedestrians continue to be injured by cars while crossing in the crosswalk even after the state was held liable for a dangerous design on that stretch of highway.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"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"
},
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"title": "Forum",
"tagline": "The conversation starts here",
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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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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"meta": {
"site": "radio",
"source": "WNYC"
},
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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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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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
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"link": "/radio/program/hidden-brain",
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"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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"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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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. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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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/",
"meta": {
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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"
}
},
"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": {
"id": "masters-of-scale",
"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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}
},
"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",
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"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
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"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
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"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
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"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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