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"content": "\u003cp>There are always at least a few ships anchored out in San Francisco Bay, a reminder that shipping is and always has been a major part of this area’s economy. Today, those ships are full of consumer goods, wine and produce, but back in the day, San Francisco held a special place in the West Coast lumber trade. Our outgoing ships were full of wood.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>Bay Curious listener Cameron Tobey loves learning about our area’s maritime history. He went to the California State University Maritime Academy in Vallejo, works for a shipping company and comes from a long line of seafaring people. So, when \u003ca href=\"https://www.facebook.com/MartinezHistoricalSociety/photos/a.245809702124343/6092036460834942/?type=3\">the Martinez Historical Society posted on their Facebook page that a low tide would reveal the skeleton of a shipwreck\u003c/a> off the coast of Radke Martinez Regional Shoreline Park, it’s no surprise that Cameron was eager to get a closer look.\u003c/p>\n\u003cp>“It just seems like a really random place for a ship to end up,” Cameron said. “What led to it ending up being shipwrecked out here?”\u003c/p>\n\u003cfigure id=\"attachment_11902682\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902682\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Forester-VirginiaCameron.jpg\" alt=\"A female park ranger in uniform and hat stands next to a young man in a plaid shirt and cap. They pose in front of the remains of a very old shipwreck.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron-1536x864.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">East Bay Regional Park District naturalist Virginia Delgado-Martinez and Cameron Tobey pose in front of the Forester shipwreck in Radke Martinez Regional Shoreline Park. \u003ccite>(Katrina Schwartz/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Cameron’s question won a \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious public voting round\u003c/a>, so I started digging into the ship’s history. The first thing I found is that in mariner lingo it’s not a “ship”; it’s a schooner. The sails run front to back, instead of side-to-side as was more common for ships built in England or New England. This ship’s name is the Forester.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The Forester was built in 1900 at the Hay and Wright shipyard in Alameda for the shipping company Sanders & Kirchmann. A four-masted schooner, the Forester was 184 feet long and could carry 663 tons of cargo. It was a lumber schooner built specifically to carry Douglas fir trees felled in Washington, Oregon and Northern California down to San Francisco and then overseas.\u003c/p>\n\u003cp>“Most ships on the West Coast were built near the lumber locations,” said Christopher Edwards, a park ranger at San Francisco Maritime National Historic Park. “So shipyards turning out vessels here in the Bay Area directly, that was usually times of a boom in the shipbuilding industry.”\u003c/p>\n\u003cfigure id=\"attachment_11902625\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902625\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/ChrisEdwards.jpg\" alt=\"A man in a green park ranger uniform with a brimmed hat poses for a picture sitting in the hold of a large wooden ship.\" width=\"1440\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards-1152x1536.jpg 1152w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Maritime National Historic Park Ranger Christopher Edwards sits in the hold of the C.A. Thayer, a West Coast lumber schooner similar to the Forester. \u003ccite>(Katrina Schwartz/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At the turn of the 20th century, the U.S. had just won the Spanish-American War and colonized the Philippines. Suddenly new markets were open to American businesses, and there was a boom in shipbuilding. Lumber operators on the West Coast were chopping down the old growth forests as fast as they could and there was steady demand overseas.\u003c/p>\n\u003cp>The Forester traveled to places like Australia, the Philippines, New Zealand and Hawaii, delivering wood and picking up copper, coal and copra — a type of dried coconut meat that can be processed into oil — on the return journey.\u003c/p>\n\u003cp>If you want to see a similar schooner, \u003ca href=\"https://www.nps.gov/safr/learn/historyculture/ca-thayer-history.htm\">the C.A. Thayer is an intact three-masted West Coast lumber schooner\u003c/a>, part of the San Francisco Maritime National Historic Park’s “floating collection.”\u003c/p>\n\u003cfigure id=\"attachment_11902681\" class=\"wp-caption aligncenter\" style=\"max-width: 288px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902681\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/The-Forester-loaded-with-lumber-courtesy-of-MHS.jpg\" alt=\"A black and white photo of a large boat with four masts, all sails furled. She rides low in the water, but her bow cuts through the waves.\" width=\"288\" height=\"242\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/The-Forester-loaded-with-lumber-courtesy-of-MHS.jpg 288w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/The-Forester-loaded-with-lumber-courtesy-of-MHS-160x134.jpg 160w\" sizes=\"(max-width: 288px) 100vw, 288px\">\u003cfigcaption class=\"wp-caption-text\">The Forester riding low with a cargo of lumber. \u003ccite>(Courtesy Martinez Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Life on board the Forester\u003c/h3>\n\u003cp>While plenty of vessels sailed to similar destinations, the Forester was unique in that it had one captain its whole career: Otto Daerweritz, a Czechoslovakian immigrant. He owned a third of the schooner and loved it dearly. We don’t know much about the rest of his crew, but ship logs show that many of them were of Scandinavian descent. There also was almost always a Chinese or Japanese crew member on board, usually the cook.\u003c/p>\n\u003cp>“Cooking jobs at the time wasn’t much desired by Caucasian crew members,” explained \u003ca href=\"https://www.port.ac.uk/about-us/structure-and-governance/our-people/our-staff/rudolph-ng\">Rudolph Ng\u003c/a>, a professor of global history at the University of Portsmouth in England. “They were paid less and [it was] probably more physically demanding. So they were always left to either the Japanese or the Chinese.”\u003c/p>\n\u003cp>Asian crew members suffered discrimination while sailing all over the world, but their experience was especially bad in California after the U.S. passed the Chinese Exclusion Act in 1882. That law prohibited immigration by Chinese people into the U.S., which affected sailors longing for some time on shore.\u003c/p>\n\u003cp>“The Chinese were allowed to go on shore leave in San Francisco, or anywhere in California, for 30 days. But they had to pay a bond,” Ng said.\u003c/p>\n\u003cp>Each man would have to put up $500 in collateral for the right to leave the ship. If they didn’t come back within 30 days, they forfeited that money, Ng said. There wasn’t much in the historical record about how Chinese and Japanese crew members on board the Forester were treated, but given this historical context, it’s likely they faced similar discrimination.\u003c/p>\n\u003cp>The only first-person account I could find of life aboard the Forester is from a Puerto Rican sailor named Oscar Gonzales, who sailed on the schooner around 1919. \u003ca href=\"https://archive.org/details/SeaLetter1962No3/page/n5/mode/2up\">He shared his memories of the Forester with the Maritime Museum as part of an oral history project.\u003c/a> In his memory, Captain Otto Daerweritz was a good and fair leader. And, apparently, he provided the crew with good food. Gonzales said:\u003c/p>\n\u003cblockquote>\u003cp>“Captain Daerweritz was short and stout. He was the best captain in those days that I ever sailed with … There was no trouble with the cargo on the voyage. Just the bugs. The copra bugs used to bother us during the night. They crawl all over and they bite … The food was very good for those days. We used to get fresh pork twice a week and eggs every other day. That was because we had about five dozen chickens on board … We had a very good cook, a good baker, and he used to make good bread.”\u003c/p>\u003c/blockquote>\n\u003ch3>The end of the Forester’s sailing days\u003c/h3>\n\u003cp>U.S. imperialism in the Philippines may have created the economic conditions to build the Forester, but world events made the schooner obsolete. During World War I, the U.S. ramped up shipbuilding to support allies in Europe. At the end of the war, there was a glut of brand-new steam-powered vessels that commercial shippers could purchase cheaply. The steam-powered ships could carry more cargo and travel faster than most sailing ships. That spelled the end of the Forester’s international traveling days. By the mid-1920s, the Forester was out of a job.\u003c/p>\n\u003cfigure id=\"attachment_11902683\" class=\"wp-caption aligncenter\" style=\"max-width: 1660px\">\u003ca href=\"https://martinezhistory.org/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11902683 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester.jpg\" alt=\"Black and white photo of a man in a worn sport coat and newsies cap leaning on the rail of a ship. A mask and rigging can be seen in the background.\" width=\"1660\" height=\"1100\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester.jpg 1660w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester-1020x676.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester-1536x1018.jpg 1536w\" sizes=\"(max-width: 1660px) 100vw, 1660px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain Otto Daerweritz on board the Forester. \u003ccite>(Courtesy Martinez Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Daerweritz bought out his partners’ share of the Forester for $8,000 and continued to live on the vessel. He anchored her in the Carquinez Strait at one point, protecting one of the piers of the Carquinez bridge from swift tides while it was being built. When construction was complete, he anchored in the Oakland Estuary for several years until he was asked to leave for getting in the way of shipping. At that point, Daerweritz towed the Forester over to Martinez and grounded it.\u003c/p>\n\u003ch3>The Forester’s final days\u003c/h3>\n\u003cp>Now, Radke Martinez Regional Shoreline is part of the East Bay Regional Park District. It’s a tidal marsh that protects the shore from storm surge and provides habitat for critters like the salt marsh harvest mouse. But in the 1930s and ’40s, this same area was a bustling community of fishermen.\u003c/p>\n\u003cfigure id=\"attachment_11902637\" class=\"wp-caption aligncenter\" style=\"max-width: 1962px\">\u003ca href=\"https://cocohistory.org/frm-photos.html\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902637\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Italian-fisherman-forweb.jpg\" alt=\"Black and white photo of fishing boats tied up in a creek with rustic buildings built in a marshland.\" width=\"1962\" height=\"1379\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb.jpg 1962w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-800x562.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-1020x717.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-160x112.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-1536x1080.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-1920x1349.jpg 1920w\" sizes=\"(max-width: 1962px) 100vw, 1962px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Italian fishing boats tied up in Alhambra Creek in Martinez. \u003ccite>(Courtesy Contra Costa County Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11902685\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://martinezhistory.org/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902685\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1.jpg\" alt=\"Fishing boats bob in the water, tied up to long piers stretching into the water. Behind them are the Martinez hills.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1-1536x864.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Fishing boats bob in the Carquinez Strait near Martinez, where the fishermen made their homes. \u003ccite>(Courtesy Martinez Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of Italian immigrants actually came here and built their town,” said Virginia Delgado-Martinez, a naturalist with the EBRPD. “Definitely it was a community here. And there would have been work. There would have been stores, markets and a lot of trading going on.”\u003c/p>\n\u003cp>Captain Daerweritz settled into this community, living on his boat. He was still there in 1947 when Robert O’Brien, a writer for The San Francisco Chronicle, got curious about the schooner and went to check it out. \u003ca href=\"https://archive.org/details/SeaLetter1962No3/page/n5/mode/2up\">He published this memory of the trip in an article titled “A Rainy Sunday Afternoon”\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>“[The Forester] makes a snug home for Captain Daerweritz. She’s wired for electricity, but has no water; he carries it on board from shore, and catches rain water for washing purposes. In the tiny, skylighted cabin off the sleeping quarters, there was the table at which we sat. On it were the paper he had been reading, a deck of cards and an ashtray from the Turquoise Room, Hotel Rosslyn, L.A. On the bulkhead over the table was a small painting of the Forester under full sail, done by an amateur, and the ship’s original clock and barometer.\u003c/p>\n\u003cp>“There was a sudden patter of rain on the skylight, and the captain got up at once. ‘Got to get my washing in,’ he said. ‘Should have had it in an hour ago.’ I followed him up the companionway and on to the deck. He hurried forward, took down a few shirts and towels from the clothesline and hung them up inside, over the stove in the galley.\u003c/p>\n\u003cp>“‘What will happen to the Forester?’ I asked.\u003c/p>\n\u003cp>“‘I don’t know,’ he said. ‘She probably will be burned up some day, like the rest of her kind. I’m the only friend she’s got left.’\u003c/p>\n\u003cp>“We said goodbye a few minutes later, and he showed me over the side. The rain was coming in heavy gusts from the low gray sky. From the car, Benicia across the strait was dim in the low mist. The Forester, listing slightly to starboard, was dark against the green waters of the strait, and her four masts leaned dark against the sky.”\u003c/p>\u003c/blockquote>\n\u003cfigure id=\"attachment_11902715\" class=\"wp-caption aligncenter\" style=\"max-width: 1700px\">\u003ca href=\"https://martinezhistory.org/mtzforester/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/forester_long_view.jpeg\" alt=\"Through the trees a four masted boat can be seen tied up to a rickety pier leading out from the shoreline.\" width=\"1700\" height=\"1067\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view.jpeg 1700w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view-800x502.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view-1020x640.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view-160x100.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view-1536x964.jpeg 1536w\" sizes=\"(max-width: 1700px) 100vw, 1700px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Forester as it might have looked when Robert O’Brien met Captain Otto Daerweritz on board. \u003ccite>(Courtesy Martinez Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Daerweritz died on board the Forester not too long after this account. He was 83. In the 1950s, the Forester’s owner, a Mr. Charles Fitzgerald, donated many parts of the Forester to the Maritime Museum, including the complete foremast doubling (\u003ca href=\"https://archive.org/details/SeaLetter1962No3/page/n5/mode/2up\">there’s an account of how they did this in the Maritime Museum’s archives\u003c/a>). These were displayed at the Maritime Museum for a time and are still part of its collection.\u003c/p>\n\u003cp>And as Daerweritz predicted to the newspaper reporter, there was a fire aboard what was left of the Forester in the 1970s, although the cause is unknown. Rumors of an insurance scheme abound, but I couldn’t corroborate that story. Other people say it was an accident, kids playing around out there.\u003c/p>\n\u003cp>If you hike out to the Martinez shoreline at very low tide now, there’s a trail of bricks leading out to the wreck of the Forester. From shore, it’s hard to tell it’s a boat — it looks more like a broken-down pier — but Cameron, our question asker, went out there and climbed around.\u003c/p>\n\u003cfigure id=\"attachment_11902628\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11902628 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Forester-wreck-w-ship-800x450.jpg\" alt=\"Sticky looking mud in the foreground leads up to a line of rotted wood sticking out of the muck. Behind it in the distance a large ship passes.\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">At low tide, the remains of the Forester poke out of the mud, barely distinguishable as a boat. \u003ccite>(Katrina Schwartz/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Virginia Delgado-Martinez said the groups of schoolkids she takes on tours to see the Forester like to pretend they’re Captain Jack Sparrow from “Pirates of the Caribbean.”\u003c/p>\n\u003cp>Few people remember the Forester’s role in global history or her first and best friend, Capt. Otto Daerweritz.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"excerpt": "The skeleton of a huge schooner sits in the mud off the Martinez coast. The life of this boat and how it came to be here says a lot about the role of San Francisco's shipping industry in the early 20th century.",
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"title": "How Did a 184-Foot Shipwreck Wind Up Grounded in the Carquinez Strait? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>There are always at least a few ships anchored out in San Francisco Bay, a reminder that shipping is and always has been a major part of this area’s economy. Today, those ships are full of consumer goods, wine and produce, but back in the day, San Francisco held a special place in the West Coast lumber trade. Our outgoing ships were full of wood.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>Bay Curious listener Cameron Tobey loves learning about our area’s maritime history. He went to the California State University Maritime Academy in Vallejo, works for a shipping company and comes from a long line of seafaring people. So, when \u003ca href=\"https://www.facebook.com/MartinezHistoricalSociety/photos/a.245809702124343/6092036460834942/?type=3\">the Martinez Historical Society posted on their Facebook page that a low tide would reveal the skeleton of a shipwreck\u003c/a> off the coast of Radke Martinez Regional Shoreline Park, it’s no surprise that Cameron was eager to get a closer look.\u003c/p>\n\u003cp>“It just seems like a really random place for a ship to end up,” Cameron said. “What led to it ending up being shipwrecked out here?”\u003c/p>\n\u003cfigure id=\"attachment_11902682\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902682\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Forester-VirginiaCameron.jpg\" alt=\"A female park ranger in uniform and hat stands next to a young man in a plaid shirt and cap. They pose in front of the remains of a very old shipwreck.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-VirginiaCameron-1536x864.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">East Bay Regional Park District naturalist Virginia Delgado-Martinez and Cameron Tobey pose in front of the Forester shipwreck in Radke Martinez Regional Shoreline Park. \u003ccite>(Katrina Schwartz/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Cameron’s question won a \u003ca href=\"https://www.kqed.org/podcasts/baycurious\">Bay Curious public voting round\u003c/a>, so I started digging into the ship’s history. The first thing I found is that in mariner lingo it’s not a “ship”; it’s a schooner. The sails run front to back, instead of side-to-side as was more common for ships built in England or New England. This ship’s name is the Forester.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The Forester was built in 1900 at the Hay and Wright shipyard in Alameda for the shipping company Sanders & Kirchmann. A four-masted schooner, the Forester was 184 feet long and could carry 663 tons of cargo. It was a lumber schooner built specifically to carry Douglas fir trees felled in Washington, Oregon and Northern California down to San Francisco and then overseas.\u003c/p>\n\u003cp>“Most ships on the West Coast were built near the lumber locations,” said Christopher Edwards, a park ranger at San Francisco Maritime National Historic Park. “So shipyards turning out vessels here in the Bay Area directly, that was usually times of a boom in the shipbuilding industry.”\u003c/p>\n\u003cfigure id=\"attachment_11902625\" class=\"wp-caption aligncenter\" style=\"max-width: 1440px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902625\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/ChrisEdwards.jpg\" alt=\"A man in a green park ranger uniform with a brimmed hat poses for a picture sitting in the hold of a large wooden ship.\" width=\"1440\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards.jpg 1440w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards-800x1067.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards-1020x1360.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards-160x213.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/ChrisEdwards-1152x1536.jpg 1152w\" sizes=\"(max-width: 1440px) 100vw, 1440px\">\u003cfigcaption class=\"wp-caption-text\">San Francisco Maritime National Historic Park Ranger Christopher Edwards sits in the hold of the C.A. Thayer, a West Coast lumber schooner similar to the Forester. \u003ccite>(Katrina Schwartz/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>At the turn of the 20th century, the U.S. had just won the Spanish-American War and colonized the Philippines. Suddenly new markets were open to American businesses, and there was a boom in shipbuilding. Lumber operators on the West Coast were chopping down the old growth forests as fast as they could and there was steady demand overseas.\u003c/p>\n\u003cp>The Forester traveled to places like Australia, the Philippines, New Zealand and Hawaii, delivering wood and picking up copper, coal and copra — a type of dried coconut meat that can be processed into oil — on the return journey.\u003c/p>\n\u003cp>If you want to see a similar schooner, \u003ca href=\"https://www.nps.gov/safr/learn/historyculture/ca-thayer-history.htm\">the C.A. Thayer is an intact three-masted West Coast lumber schooner\u003c/a>, part of the San Francisco Maritime National Historic Park’s “floating collection.”\u003c/p>\n\u003cfigure id=\"attachment_11902681\" class=\"wp-caption aligncenter\" style=\"max-width: 288px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902681\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/The-Forester-loaded-with-lumber-courtesy-of-MHS.jpg\" alt=\"A black and white photo of a large boat with four masts, all sails furled. She rides low in the water, but her bow cuts through the waves.\" width=\"288\" height=\"242\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/The-Forester-loaded-with-lumber-courtesy-of-MHS.jpg 288w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/The-Forester-loaded-with-lumber-courtesy-of-MHS-160x134.jpg 160w\" sizes=\"(max-width: 288px) 100vw, 288px\">\u003cfigcaption class=\"wp-caption-text\">The Forester riding low with a cargo of lumber. \u003ccite>(Courtesy Martinez Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003ch3>Life on board the Forester\u003c/h3>\n\u003cp>While plenty of vessels sailed to similar destinations, the Forester was unique in that it had one captain its whole career: Otto Daerweritz, a Czechoslovakian immigrant. He owned a third of the schooner and loved it dearly. We don’t know much about the rest of his crew, but ship logs show that many of them were of Scandinavian descent. There also was almost always a Chinese or Japanese crew member on board, usually the cook.\u003c/p>\n\u003cp>“Cooking jobs at the time wasn’t much desired by Caucasian crew members,” explained \u003ca href=\"https://www.port.ac.uk/about-us/structure-and-governance/our-people/our-staff/rudolph-ng\">Rudolph Ng\u003c/a>, a professor of global history at the University of Portsmouth in England. “They were paid less and [it was] probably more physically demanding. So they were always left to either the Japanese or the Chinese.”\u003c/p>\n\u003cp>Asian crew members suffered discrimination while sailing all over the world, but their experience was especially bad in California after the U.S. passed the Chinese Exclusion Act in 1882. That law prohibited immigration by Chinese people into the U.S., which affected sailors longing for some time on shore.\u003c/p>\n\u003cp>“The Chinese were allowed to go on shore leave in San Francisco, or anywhere in California, for 30 days. But they had to pay a bond,” Ng said.\u003c/p>\n\u003cp>Each man would have to put up $500 in collateral for the right to leave the ship. If they didn’t come back within 30 days, they forfeited that money, Ng said. There wasn’t much in the historical record about how Chinese and Japanese crew members on board the Forester were treated, but given this historical context, it’s likely they faced similar discrimination.\u003c/p>\n\u003cp>The only first-person account I could find of life aboard the Forester is from a Puerto Rican sailor named Oscar Gonzales, who sailed on the schooner around 1919. \u003ca href=\"https://archive.org/details/SeaLetter1962No3/page/n5/mode/2up\">He shared his memories of the Forester with the Maritime Museum as part of an oral history project.\u003c/a> In his memory, Captain Otto Daerweritz was a good and fair leader. And, apparently, he provided the crew with good food. Gonzales said:\u003c/p>\n\u003cblockquote>\u003cp>“Captain Daerweritz was short and stout. He was the best captain in those days that I ever sailed with … There was no trouble with the cargo on the voyage. Just the bugs. The copra bugs used to bother us during the night. They crawl all over and they bite … The food was very good for those days. We used to get fresh pork twice a week and eggs every other day. That was because we had about five dozen chickens on board … We had a very good cook, a good baker, and he used to make good bread.”\u003c/p>\u003c/blockquote>\n\u003ch3>The end of the Forester’s sailing days\u003c/h3>\n\u003cp>U.S. imperialism in the Philippines may have created the economic conditions to build the Forester, but world events made the schooner obsolete. During World War I, the U.S. ramped up shipbuilding to support allies in Europe. At the end of the war, there was a glut of brand-new steam-powered vessels that commercial shippers could purchase cheaply. The steam-powered ships could carry more cargo and travel faster than most sailing ships. That spelled the end of the Forester’s international traveling days. By the mid-1920s, the Forester was out of a job.\u003c/p>\n\u003cfigure id=\"attachment_11902683\" class=\"wp-caption aligncenter\" style=\"max-width: 1660px\">\u003ca href=\"https://martinezhistory.org/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11902683 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester.jpg\" alt=\"Black and white photo of a man in a worn sport coat and newsies cap leaning on the rail of a ship. A mask and rigging can be seen in the background.\" width=\"1660\" height=\"1100\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester.jpg 1660w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester-800x530.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester-1020x676.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester-160x106.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Captain-Otto-Daeweritz-onboard-the-Forester-1536x1018.jpg 1536w\" sizes=\"(max-width: 1660px) 100vw, 1660px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Captain Otto Daerweritz on board the Forester. \u003ccite>(Courtesy Martinez Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Daerweritz bought out his partners’ share of the Forester for $8,000 and continued to live on the vessel. He anchored her in the Carquinez Strait at one point, protecting one of the piers of the Carquinez bridge from swift tides while it was being built. When construction was complete, he anchored in the Oakland Estuary for several years until he was asked to leave for getting in the way of shipping. At that point, Daerweritz towed the Forester over to Martinez and grounded it.\u003c/p>\n\u003ch3>The Forester’s final days\u003c/h3>\n\u003cp>Now, Radke Martinez Regional Shoreline is part of the East Bay Regional Park District. It’s a tidal marsh that protects the shore from storm surge and provides habitat for critters like the salt marsh harvest mouse. But in the 1930s and ’40s, this same area was a bustling community of fishermen.\u003c/p>\n\u003cfigure id=\"attachment_11902637\" class=\"wp-caption aligncenter\" style=\"max-width: 1962px\">\u003ca href=\"https://cocohistory.org/frm-photos.html\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902637\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Italian-fisherman-forweb.jpg\" alt=\"Black and white photo of fishing boats tied up in a creek with rustic buildings built in a marshland.\" width=\"1962\" height=\"1379\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb.jpg 1962w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-800x562.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-1020x717.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-160x112.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-1536x1080.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Italian-fisherman-forweb-1920x1349.jpg 1920w\" sizes=\"(max-width: 1962px) 100vw, 1962px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Italian fishing boats tied up in Alhambra Creek in Martinez. \u003ccite>(Courtesy Contra Costa County Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11902685\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003ca href=\"https://martinezhistory.org/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902685\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1.jpg\" alt=\"Fishing boats bob in the water, tied up to long piers stretching into the water. Behind them are the Martinez hills.\" width=\"1920\" height=\"1080\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Boats-floating-in-Strait-1920x1080-1-1536x864.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Fishing boats bob in the Carquinez Strait near Martinez, where the fishermen made their homes. \u003ccite>(Courtesy Martinez Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“A lot of Italian immigrants actually came here and built their town,” said Virginia Delgado-Martinez, a naturalist with the EBRPD. “Definitely it was a community here. And there would have been work. There would have been stores, markets and a lot of trading going on.”\u003c/p>\n\u003cp>Captain Daerweritz settled into this community, living on his boat. He was still there in 1947 when Robert O’Brien, a writer for The San Francisco Chronicle, got curious about the schooner and went to check it out. \u003ca href=\"https://archive.org/details/SeaLetter1962No3/page/n5/mode/2up\">He published this memory of the trip in an article titled “A Rainy Sunday Afternoon”\u003c/a>:\u003c/p>\n\u003cblockquote>\u003cp>“[The Forester] makes a snug home for Captain Daerweritz. She’s wired for electricity, but has no water; he carries it on board from shore, and catches rain water for washing purposes. In the tiny, skylighted cabin off the sleeping quarters, there was the table at which we sat. On it were the paper he had been reading, a deck of cards and an ashtray from the Turquoise Room, Hotel Rosslyn, L.A. On the bulkhead over the table was a small painting of the Forester under full sail, done by an amateur, and the ship’s original clock and barometer.\u003c/p>\n\u003cp>“There was a sudden patter of rain on the skylight, and the captain got up at once. ‘Got to get my washing in,’ he said. ‘Should have had it in an hour ago.’ I followed him up the companionway and on to the deck. He hurried forward, took down a few shirts and towels from the clothesline and hung them up inside, over the stove in the galley.\u003c/p>\n\u003cp>“‘What will happen to the Forester?’ I asked.\u003c/p>\n\u003cp>“‘I don’t know,’ he said. ‘She probably will be burned up some day, like the rest of her kind. I’m the only friend she’s got left.’\u003c/p>\n\u003cp>“We said goodbye a few minutes later, and he showed me over the side. The rain was coming in heavy gusts from the low gray sky. From the car, Benicia across the strait was dim in the low mist. The Forester, listing slightly to starboard, was dark against the green waters of the strait, and her four masts leaned dark against the sky.”\u003c/p>\u003c/blockquote>\n\u003cfigure id=\"attachment_11902715\" class=\"wp-caption aligncenter\" style=\"max-width: 1700px\">\u003ca href=\"https://martinezhistory.org/mtzforester/\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11902715\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/forester_long_view.jpeg\" alt=\"Through the trees a four masted boat can be seen tied up to a rickety pier leading out from the shoreline.\" width=\"1700\" height=\"1067\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view.jpeg 1700w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view-800x502.jpeg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view-1020x640.jpeg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view-160x100.jpeg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/forester_long_view-1536x964.jpeg 1536w\" sizes=\"(max-width: 1700px) 100vw, 1700px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Forester as it might have looked when Robert O’Brien met Captain Otto Daerweritz on board. \u003ccite>(Courtesy Martinez Historical Society)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Daerweritz died on board the Forester not too long after this account. He was 83. In the 1950s, the Forester’s owner, a Mr. Charles Fitzgerald, donated many parts of the Forester to the Maritime Museum, including the complete foremast doubling (\u003ca href=\"https://archive.org/details/SeaLetter1962No3/page/n5/mode/2up\">there’s an account of how they did this in the Maritime Museum’s archives\u003c/a>). These were displayed at the Maritime Museum for a time and are still part of its collection.\u003c/p>\n\u003cp>And as Daerweritz predicted to the newspaper reporter, there was a fire aboard what was left of the Forester in the 1970s, although the cause is unknown. Rumors of an insurance scheme abound, but I couldn’t corroborate that story. Other people say it was an accident, kids playing around out there.\u003c/p>\n\u003cp>If you hike out to the Martinez shoreline at very low tide now, there’s a trail of bricks leading out to the wreck of the Forester. From shore, it’s hard to tell it’s a boat — it looks more like a broken-down pier — but Cameron, our question asker, went out there and climbed around.\u003c/p>\n\u003cfigure id=\"attachment_11902628\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11902628 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/01/Forester-wreck-w-ship-800x450.jpg\" alt=\"Sticky looking mud in the foreground leads up to a line of rotted wood sticking out of the muck. Behind it in the distance a large ship passes.\" width=\"800\" height=\"450\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/01/Forester-wreck-w-ship.jpg 1920w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">At low tide, the remains of the Forester poke out of the mud, barely distinguishable as a boat. \u003ccite>(Katrina Schwartz/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Virginia Delgado-Martinez said the groups of schoolkids she takes on tours to see the Forester like to pretend they’re Captain Jack Sparrow from “Pirates of the Caribbean.”\u003c/p>\n\u003cp>Few people remember the Forester’s role in global history or her first and best friend, Capt. Otto Daerweritz.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "changes-to-bridge-toll-collection-lead-to-skyrocketing-debt-for-some-drivers",
"title": "Hit with Bridge Toll Debt? We Explain the Change That's Led to Skyrocketing Bills for Drivers",
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"headTitle": "Hit with Bridge Toll Debt? We Explain the Change That’s Led to Skyrocketing Bills for Drivers | KQED",
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"content": "\u003cp>The last few years have been full of disruption for Bay Area residents, but one change in particular has caught many people’s attention. When Bay Area leaders started issuing stay-at-home orders due to the coronavirus pandemic in March of 2020, Caltrans pulled toll takers from their booths to help stop the spread of the virus. They sped up an existing plan to automate toll taking on the seven state-owned bridges in the Bay Area.\u003c/p>\n\u003cp>For drivers who have set up FasTrak or a license plate account, that change isn’t a big deal. But for the thousands of people who don’t have automated accounts set up, this was a major change. When they cross a bridge, an invoice is now sent to the address attached to their car’s registration.\u003cbr>\n[baycuriouspodcastinfo]\u003c/p>\n\u003cp>As these changes were happening, Bay Curious listeners were writing to us \u003ca href=\"https://www.kqed.org/news/11868435/end-of-an-era-no-more-toll-takers-on-bay-area-bridges\">wondering what happened to the toll workers\u003c/a>, what their absence would mean for toll collection and, eventually, alerting us to an \u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">escalating problem of toll debt stemming from high penalties attached to unpaid tolls\u003c/a>.\u003c/p>\n\u003cp>“This was something I wasn’t worried about before the pandemic,” said Paul Briley, for whom $588 in missed tolls has mushroomed into more than $6,000 of toll debt. “I pay my dues. I mean, if somebody was there I would have paid. It’s not like I was trying to beat the system.”\u003c/p>\n\u003cp>Briley lives in Richmond, but crosses the Bay Bridge often to help his grandmother in San Francisco with errands. His toll notices were going to an old address, so he never saw them. And for each unpaid $6 toll, he was assessed $70 in penalties. That added up quickly. Now, he’s facing a mountain of debt — all, he says, because he was slow to get on board with the new toll system.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Briley is not alone. The Metropolitan Transportation Commission has heard from dozens of people in similar situations, although the total number of people suffering under massive toll debt is unknown. Over the course of 2021, the depth of the problem has become clearer. The MTC even voted to reduce the penalties associated with unpaid tolls retroactively. But advocates for indebted drivers say the move doesn’t go far enough. They want to see the notification system changed altogether and say transit authorities need to create payment plans for folks to get out of debt.\u003c/p>\n\u003cp>The Bay Curious team sent KQED’s transportation and infrastructure editor and reporter Dan Brekke some of the emails we received from people struggling to pay their toll debts. \u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">He looked into how they got where they are, what could be changed about the system and why essential workers have been hit hardest by this change.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The last few years have been full of disruption for Bay Area residents, but one change in particular has caught many people’s attention. When Bay Area leaders started issuing stay-at-home orders due to the coronavirus pandemic in March of 2020, Caltrans pulled toll takers from their booths to help stop the spread of the virus. They sped up an existing plan to automate toll taking on the seven state-owned bridges in the Bay Area.\u003c/p>\n\u003cp>For drivers who have set up FasTrak or a license plate account, that change isn’t a big deal. But for the thousands of people who don’t have automated accounts set up, this was a major change. When they cross a bridge, an invoice is now sent to the address attached to their car’s registration.\u003cbr>\n\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>As these changes were happening, Bay Curious listeners were writing to us \u003ca href=\"https://www.kqed.org/news/11868435/end-of-an-era-no-more-toll-takers-on-bay-area-bridges\">wondering what happened to the toll workers\u003c/a>, what their absence would mean for toll collection and, eventually, alerting us to an \u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">escalating problem of toll debt stemming from high penalties attached to unpaid tolls\u003c/a>.\u003c/p>\n\u003cp>“This was something I wasn’t worried about before the pandemic,” said Paul Briley, for whom $588 in missed tolls has mushroomed into more than $6,000 of toll debt. “I pay my dues. I mean, if somebody was there I would have paid. It’s not like I was trying to beat the system.”\u003c/p>\n\u003cp>Briley lives in Richmond, but crosses the Bay Bridge often to help his grandmother in San Francisco with errands. His toll notices were going to an old address, so he never saw them. And for each unpaid $6 toll, he was assessed $70 in penalties. That added up quickly. Now, he’s facing a mountain of debt — all, he says, because he was slow to get on board with the new toll system.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Briley is not alone. The Metropolitan Transportation Commission has heard from dozens of people in similar situations, although the total number of people suffering under massive toll debt is unknown. Over the course of 2021, the depth of the problem has become clearer. The MTC even voted to reduce the penalties associated with unpaid tolls retroactively. But advocates for indebted drivers say the move doesn’t go far enough. They want to see the notification system changed altogether and say transit authorities need to create payment plans for folks to get out of debt.\u003c/p>\n\u003cp>The Bay Curious team sent KQED’s transportation and infrastructure editor and reporter Dan Brekke some of the emails we received from people struggling to pay their toll debts. \u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">He looked into how they got where they are, what could be changed about the system and why essential workers have been hit hardest by this change.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>As of Jan. 1, 2022, it’ll cost $7 to cross a bridge in the Bay Area. But if you thought that was expensive, wait until you hear how much it has cost those who \u003cem>don’t \u003c/em>pay: One Bay Area resident racked up $30,000 in unpaid toll debt. A \u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\" target=\"_blank\" rel=\"noopener noreferrer\">report that came out late last year\u003c/a> shed new light on how this problem hurts low-income people the most. And it turns out that racking up thousands of dollars in debt is easier than you might think.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">So what’s being done to try to help make this late payment system less punitive?\u003c/span>\u003c/p>\n\u003cp>\u003cb>Guest: \u003c/b>\u003cspan style=\"font-weight: 400\">Dan Brekke, Editor and Reporter for KQED News\u003c/span>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.kqed.org/news/11895338/high-pain-low-gain-how-bridge-toll-penalties-pile-debt-on-low-income-drivers\">\u003cspan style=\"font-weight: 400\">‘High Pain, Low Gain’: How Bridge Toll Penalties Pile Debt on Lower-Income Drivers\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, KQED News\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">\u003cspan style=\"font-weight: 400\">Bridging the Gap\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, SPUR report\u003c/span>\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>Flight cancellations that disrupted holiday travel stretched into Monday with thousands of U.S. flights canceled and delayed during one of the year’s busiest travel periods, due to airline crews being out sick with COVID-19 and worsening weather conditions.\u003c/p>\n\u003cp>Staffing shortages also added to the chaos. In 2020, when air travel collapsed, airlines encouraged workers to quit, and then struggled to make up ground this year when travel rebounded faster than almost anyone expected.\u003c/p>\n\u003cp>Add the arrival of the omicron variant, and thousands of flights were canceled over four days. According to FlightAware, which tracks flight cancellations, airlines have canceled more than 4,000 flights to, from or inside the U.S. since Friday, with over 1,000 U.S. cancellations on Monday.\u003c/p>\n\u003cp>[aside postID=\"news_11900284\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2021/12/HW89-1020x519.jpg\"]Bay Area airports have been affected. At San Francisco International, 36 departing flights and 39 arriving flights were canceled Monday as of 6 p.m. At Oakland International Airport, the number of cancellations was much smaller — 10 departing and 9 incoming — but dozens more have been delayed.\u003c/p>\n\u003cp>Delta, United, JetBlue and American all have said the coronavirus was causing staffing problems, and European and Australian airlines also canceled holiday-season flights because staff were infected, but weather and other factors played a role as well.\u003c/p>\n\u003cp>Winter weather in the Pacific Northwest led to nearly 250 flight cancellations to or from Seattle on Sunday, said Alaska Airlines, and the airline expects more than 100 flight cancellations Monday. But it said that crew calling in sick because of COVID-19 is no longer a factor.\u003c/p>\n\u003cp>United said it canceled 115 flights Monday, out of more than 4,000 scheduled, due to crews out with COVID-19. SkyWest, a regional airline based in Utah, said it had more cancellations than normal during the weekend and on Monday, after bad weather affected several of its hubs and many crew members were out with COVID-19.\u003c/p>\n\u003cp>Airlines have called on the Biden administration to shorten the guidelines for the isolation period for vaccinated workers who get COVID-19, in order to ease staffing shortages. The union for flight attendants has pushed back against that, saying the isolation period should remain 10 days.\u003c/p>\n\u003cp>Air travel dropped steeply in 2020 and has recovered throughout 2021. Transportation Security Administration data shows the number of passengers screened at TSA checkpoints during the holiday season up significantly from last year — on some days double the number of fliers or even more — but generally still short of 2019 levels.\u003c/p>\n\u003cp>[aside label ='Related Coverage' tag='omicron']The U.S. government requires vaccinations of foreigners coming to the U.S. as well as a negative COVID test of both U.S. citizens and foreigners flying into the country. Dr. Anthony Fauci, the top U.S. infectious disease expert, said on Monday that the U.S. should also “seriously” consider a vaccination mandate for domestic travel as another way to push people to get vaccinated.\u003c/p>\n\u003cp>The administration has at times considered a domestic vaccination requirement, or one requiring either vaccination or proof of a negative test. Such a requirement could face legal challenges.\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED’s Carlos Cabrera-Lomelí.\u003c/em>\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Flight cancellations that disrupted holiday travel stretched into Monday with thousands of U.S. flights canceled and delayed during one of the year’s busiest travel periods, due to airline crews being out sick with COVID-19 and worsening weather conditions.\u003c/p>\n\u003cp>Staffing shortages also added to the chaos. In 2020, when air travel collapsed, airlines encouraged workers to quit, and then struggled to make up ground this year when travel rebounded faster than almost anyone expected.\u003c/p>\n\u003cp>Add the arrival of the omicron variant, and thousands of flights were canceled over four days. According to FlightAware, which tracks flight cancellations, airlines have canceled more than 4,000 flights to, from or inside the U.S. since Friday, with over 1,000 U.S. cancellations on Monday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Bay Area airports have been affected. At San Francisco International, 36 departing flights and 39 arriving flights were canceled Monday as of 6 p.m. At Oakland International Airport, the number of cancellations was much smaller — 10 departing and 9 incoming — but dozens more have been delayed.\u003c/p>\n\u003cp>Delta, United, JetBlue and American all have said the coronavirus was causing staffing problems, and European and Australian airlines also canceled holiday-season flights because staff were infected, but weather and other factors played a role as well.\u003c/p>\n\u003cp>Winter weather in the Pacific Northwest led to nearly 250 flight cancellations to or from Seattle on Sunday, said Alaska Airlines, and the airline expects more than 100 flight cancellations Monday. But it said that crew calling in sick because of COVID-19 is no longer a factor.\u003c/p>\n\u003cp>United said it canceled 115 flights Monday, out of more than 4,000 scheduled, due to crews out with COVID-19. SkyWest, a regional airline based in Utah, said it had more cancellations than normal during the weekend and on Monday, after bad weather affected several of its hubs and many crew members were out with COVID-19.\u003c/p>\n\u003cp>Airlines have called on the Biden administration to shorten the guidelines for the isolation period for vaccinated workers who get COVID-19, in order to ease staffing shortages. The union for flight attendants has pushed back against that, saying the isolation period should remain 10 days.\u003c/p>\n\u003cp>Air travel dropped steeply in 2020 and has recovered throughout 2021. Transportation Security Administration data shows the number of passengers screened at TSA checkpoints during the holiday season up significantly from last year — on some days double the number of fliers or even more — but generally still short of 2019 levels.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The U.S. government requires vaccinations of foreigners coming to the U.S. as well as a negative COVID test of both U.S. citizens and foreigners flying into the country. Dr. Anthony Fauci, the top U.S. infectious disease expert, said on Monday that the U.S. should also “seriously” consider a vaccination mandate for domestic travel as another way to push people to get vaccinated.\u003c/p>\n\u003cp>The administration has at times considered a domestic vaccination requirement, or one requiring either vaccination or proof of a negative test. Such a requirement could face legal challenges.\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED’s Carlos Cabrera-Lomelí.\u003c/em>\u003cbr>\n\u003c/p>\u003c/div>",
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"title": "Some Christmas Travelers Face Canceled Flights as the Omicron Surge Hits Airlines",
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"content": "\u003cp>As if this second holiday season of the pandemic wasn’t hard enough, many looking forward to seeing family and friends for Christmas were informed at the last minute that their \u003ca href=\"https://flightaware.com/live/cancelled/tomorrow\">flights had been canceled\u003c/a>.\u003c/p>\n\u003cp>And the Grinch at work here is no surprise: the highly contagious omicron variant of coronavirus has left airlines short-staffed.\u003c/p>\n\u003cp>“The nationwide spike in Omicron cases this week has had a direct impact on our flight crews and the people who run our operation,” said United Airlines in a statement to NPR.\u003c/p>\n\u003cp>The airline said it had canceled more than 175 flights for Friday, and 69 flights on Saturday, and was notifying customers before they arrived at the airport. “We’re sorry for the disruption and are working hard to rebook as many people as possible and get them on their way for the holidays.”\u003c/p>\n\u003cp>Likewise, Delta Air Lines canceled around 145 flights for Friday and 111 for Christmas Day, Saturday. It said some were due to potential bad weather, but also noted the impact of the omicron variant on its crews.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Delta teams have exhausted all options and resources — including rerouting and substitutions of aircraft and crews to cover scheduled flying,” Delta said in a statement to NPR. “We apologize to our customers for the delay in their holiday travel plans.”\u003c/p>\n\u003cp>Delta said it was also working to rebook travelers.\u003c/p>\n\u003cp>Locally, San Francisco International Airport saw 39 canceled flights Friday as of noon, and 25 flights on Thursday, according to \u003ca href=\"https://flightaware.com/live/cancelled/today\">FlightAware\u003c/a>, a commercial flight-tracking company. Also at SFO, 56 flights within, into or out of the U.S. were canceled Friday.\u003c/p>\n\u003cp>While some travelers canceled holiday plans because of rising case numbers, many others kept to their vacations during some of the year’s busiest travel days. The Transportation Security Administration said it expects to screen\u003ca href=\"https://twitter.com/TSA/status/1472899834298441733?s=20\"> nearly 30 million people\u003c/a> from Dec. 20 through Jan. 3, compared with \u003ca href=\"https://www.tsa.gov/news/press/releases/2020/01/10/tsa-screened-record-breaking-number-travelers-during-end-year\">nearly 44 million during the last holiday season\u003c/a> before the pandemic.\u003c/p>\n\u003cp>According to \u003ca href=\"https://flightaware.com/live/cancelled/today\">FlightAware\u003c/a>, there are nearly 3,400 canceled flights on Friday and Saturday, with at least half of the cancellations by Chinese airlines. About 20% of affected flights — 745 — were to, from or within the U.S. This is a small fraction of global flights. FlightAware says it has tracked more than 120,000 arrivals in the past 24 hours.\u003c/p>\n\u003cp>Germany-based Lufthansa also \u003ca href=\"https://apnews.com/article/coronavirus-pandemic-business-lifestyle-health-travel-e9d4d1fab0394328dbb829df7dc8335c\">canceled a dozen transatlantic flights\u003c/a> citing a “massive rise” in sick leave, though the airline said it couldn’t confirm whether that was related to COVID-19.\u003c/p>\n\u003cp>On Thursday, Airlines for America (A4A), a lobby group for airlines, \u003ca href=\"https://www.airlines.org/wp-content/uploads/2021/12/12.23.21-Letter-to-Rochelle-Walensky.pdf\">wrote U.S. Centers for Disease Control and Prevention\u003c/a> Director Rochelle Walensky asking for changes that could ease staffing shortages. The letter says\u003ca href=\"https://www.cdc.gov/quarantine/air/managing-sick-travelers/ncov-airlines.html\"> current guidelines\u003c/a> call for 10 days of isolation for flight crew. But A4A wants that to be shortened to 5 days from the onset of symptoms for those who experience a breakthrough infection.\u003c/p>\n\u003cp>“Current medical data suggests that Omicron is 25% to 50% more contagious, but likely less virulent and milder symptoms particularly among people who are fully vaccinated,” the lobby group wrote, noting that the latest variant seems to have a shorter incubation period and infectious period for vaccinated individuals.\u003c/p>\n\u003cp>On Thursday the U.S. shortened COVID-19 isolation rules for \u003ca href=\"https://apnews.com/article/coronavirus-pandemic-science-health-rochelle-walensky-centers-for-disease-control-and-prevention-fa39bf97bc5ad51df5163b2cb4f8c58d\">health care workers\u003c/a> only.\u003c/p>\n\u003cp>The cancellations come as coronavirus infections fueled by the new variant further squeeze staffing at hospitals, police departments, supermarkets and other critical operations struggling to maintain a full contingent of front-line workers.\u003c/p>\n\u003cp>To ease staffing shortages, countries including Spain and the U.K. have reduced the length of COVID-19 quarantines by letting people return to work sooner after testing positive or being exposed to the virus.\u003c/p>\n\u003cp>The holiday cancellations are just the latest challenge for an airline industry \u003ca href=\"https://www.npr.org/2021/12/06/1061363707/omicron-holiday-travel-airlines-recovery\">only beginning to recover\u003c/a> from the Thanksgiving holiday — its busiest week since the pandemic began. To accommodate the surge in Christmas travelers, some airlines had offered employees incentive pay to work extra hours or not call in sick.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>The Associated Press and KQED’s Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>As if this second holiday season of the pandemic wasn’t hard enough, many looking forward to seeing family and friends for Christmas were informed at the last minute that their \u003ca href=\"https://flightaware.com/live/cancelled/tomorrow\">flights had been canceled\u003c/a>.\u003c/p>\n\u003cp>And the Grinch at work here is no surprise: the highly contagious omicron variant of coronavirus has left airlines short-staffed.\u003c/p>\n\u003cp>“The nationwide spike in Omicron cases this week has had a direct impact on our flight crews and the people who run our operation,” said United Airlines in a statement to NPR.\u003c/p>\n\u003cp>The airline said it had canceled more than 175 flights for Friday, and 69 flights on Saturday, and was notifying customers before they arrived at the airport. “We’re sorry for the disruption and are working hard to rebook as many people as possible and get them on their way for the holidays.”\u003c/p>\n\u003cp>Likewise, Delta Air Lines canceled around 145 flights for Friday and 111 for Christmas Day, Saturday. It said some were due to potential bad weather, but also noted the impact of the omicron variant on its crews.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Delta teams have exhausted all options and resources — including rerouting and substitutions of aircraft and crews to cover scheduled flying,” Delta said in a statement to NPR. “We apologize to our customers for the delay in their holiday travel plans.”\u003c/p>\n\u003cp>Delta said it was also working to rebook travelers.\u003c/p>\n\u003cp>Locally, San Francisco International Airport saw 39 canceled flights Friday as of noon, and 25 flights on Thursday, according to \u003ca href=\"https://flightaware.com/live/cancelled/today\">FlightAware\u003c/a>, a commercial flight-tracking company. Also at SFO, 56 flights within, into or out of the U.S. were canceled Friday.\u003c/p>\n\u003cp>While some travelers canceled holiday plans because of rising case numbers, many others kept to their vacations during some of the year’s busiest travel days. The Transportation Security Administration said it expects to screen\u003ca href=\"https://twitter.com/TSA/status/1472899834298441733?s=20\"> nearly 30 million people\u003c/a> from Dec. 20 through Jan. 3, compared with \u003ca href=\"https://www.tsa.gov/news/press/releases/2020/01/10/tsa-screened-record-breaking-number-travelers-during-end-year\">nearly 44 million during the last holiday season\u003c/a> before the pandemic.\u003c/p>\n\u003cp>According to \u003ca href=\"https://flightaware.com/live/cancelled/today\">FlightAware\u003c/a>, there are nearly 3,400 canceled flights on Friday and Saturday, with at least half of the cancellations by Chinese airlines. About 20% of affected flights — 745 — were to, from or within the U.S. This is a small fraction of global flights. FlightAware says it has tracked more than 120,000 arrivals in the past 24 hours.\u003c/p>\n\u003cp>Germany-based Lufthansa also \u003ca href=\"https://apnews.com/article/coronavirus-pandemic-business-lifestyle-health-travel-e9d4d1fab0394328dbb829df7dc8335c\">canceled a dozen transatlantic flights\u003c/a> citing a “massive rise” in sick leave, though the airline said it couldn’t confirm whether that was related to COVID-19.\u003c/p>\n\u003cp>On Thursday, Airlines for America (A4A), a lobby group for airlines, \u003ca href=\"https://www.airlines.org/wp-content/uploads/2021/12/12.23.21-Letter-to-Rochelle-Walensky.pdf\">wrote U.S. Centers for Disease Control and Prevention\u003c/a> Director Rochelle Walensky asking for changes that could ease staffing shortages. The letter says\u003ca href=\"https://www.cdc.gov/quarantine/air/managing-sick-travelers/ncov-airlines.html\"> current guidelines\u003c/a> call for 10 days of isolation for flight crew. But A4A wants that to be shortened to 5 days from the onset of symptoms for those who experience a breakthrough infection.\u003c/p>\n\u003cp>“Current medical data suggests that Omicron is 25% to 50% more contagious, but likely less virulent and milder symptoms particularly among people who are fully vaccinated,” the lobby group wrote, noting that the latest variant seems to have a shorter incubation period and infectious period for vaccinated individuals.\u003c/p>\n\u003cp>On Thursday the U.S. shortened COVID-19 isolation rules for \u003ca href=\"https://apnews.com/article/coronavirus-pandemic-science-health-rochelle-walensky-centers-for-disease-control-and-prevention-fa39bf97bc5ad51df5163b2cb4f8c58d\">health care workers\u003c/a> only.\u003c/p>\n\u003cp>The cancellations come as coronavirus infections fueled by the new variant further squeeze staffing at hospitals, police departments, supermarkets and other critical operations struggling to maintain a full contingent of front-line workers.\u003c/p>\n\u003cp>To ease staffing shortages, countries including Spain and the U.K. have reduced the length of COVID-19 quarantines by letting people return to work sooner after testing positive or being exposed to the virus.\u003c/p>\n\u003cp>The holiday cancellations are just the latest challenge for an airline industry \u003ca href=\"https://www.npr.org/2021/12/06/1061363707/omicron-holiday-travel-airlines-recovery\">only beginning to recover\u003c/a> from the Thanksgiving holiday — its busiest week since the pandemic began. To accommodate the surge in Christmas travelers, some airlines had offered employees incentive pay to work extra hours or not call in sick.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>The Associated Press and KQED’s Joe Fitzgerald Rodriguez contributed to this report.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "ahead-of-the-holidays-california-prosecutors-warn-of-surge-in-dui-crashes",
"title": "Ahead of the Holidays, California Prosecutors Warn of Surge in DUI Crashes",
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"content": "\u003cp>Prosecutors in seven California counties warned Wednesday that they are seeing a rapid rise in deadly DUI crashes just as people begin socializing for the holidays and planning New Year’s Eve outings.\u003c/p>\n\u003cp>Traffic fatalities jumped 15% statewide, comparing the most recent statistics for October to a year ago, though not all were linked to impaired driving.\u003c/p>\n\u003cp>The district attorneys largely blamed the coronavirus pandemic.\u003c/p>\n\u003cp>“We’ve been facing a very difficult time for the last almost two years now,” said Sacramento County District Attorney Anne Marie Schubert. “I don’t think it’s a coincidence that we’re seeing increased DUI fatalities.”\u003c/p>\n\u003cp>[aside postID=\"news_11899841\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2021/12/Image-from-iOS-11-1020x678.jpg\"]“This has been a very stressful time for everybody,” added Fresno County District Attorney Lisa Smittcamp. “Alcohol sales have gone up, alcohol consumption has gone up.”\u003c/p>\n\u003cp>The increase in people killed in DUI crashes in California “echoes a similar trend occurring nationwide,” California Highway Patrol spokeswoman Fran Clader said.\u003c/p>\n\u003cp>She cited a June warning from the National Highway Traffic Safety Administration that early estimates showed an increase in traffic fatalities nationwide in 2020. The agency listed the leading causes as impaired driving, speeding, and failing to wear a seatbelt.\u003c/p>\n\u003cp>California’s second-largest county “is struggling with its worst episode of deadly DUI crashes in two decades,” said San Diego County District Attorney Summer Stephan, with 37 deaths to date — about double its historical average.\u003c/p>\n\u003cp>Sacramento County vehicular manslaughter-while-intoxicated cases climbed incrementally from 2017 through last year, but more than doubled this year from 12 to 27.\u003c/p>\n\u003cp>Among the victims is Mike Dodson, 76, who died three weeks after he was struck while biking on a popular Sacramento County paved trail in June, said Schubert. A 25-year-old man faces murder, gross vehicular manslaughter while intoxicated and other charges.\u003cbr>\n[ad fullwidth]\u003cbr>\n“We can never forget that there are human beings that will never be back to share this holiday season with their families,” said Schubert, who is running a law-and-order campaign for state attorney general.\u003c/p>\n\u003cp>Kern County District Attorney Cynthia Zimmer filed twice as many fatal DUI-related charges this year, with 26 dead, as she did last year when 11 people were killed.\u003c/p>\n\u003cp>DUI deaths dipped last year before doubling to 14 so far this year in El Dorado County. Vehicular manslaughter cases involving intoxication increased from one last year to five this year in Yolo County, also a smaller county in the Sacramento area.\u003cbr>\n[pullquote size='large' align='right']Crash fatality victims ticked up from 816 in 2018 to 818 in 2019 but jumped to 941 last year, with 579 so far this year.[/pullquote]\u003cbr>\nStatewide, fatal crashes and victims increased steadily since 2018, according the CHP, and though numbers are down so far this year, they are expected to rise.\u003c/p>\n\u003cp>Deadly crashes statewide rose from 700 in 2018 to 720 in 2019 and 824 last year, according to the figures compiled for The Associated Press. There were 519 reported so far this year.\u003c/p>\n\u003cp>Similarly, fatality victims ticked up from 816 in 2018 to 818 in 2019 but jumped to 941 last year, with 579 so far this year.\u003c/p>\n\u003cp>The statistics seem to indicate more deadly results in recent years, though the CHP couldn’t provide an explanation. Both the number of injury crashes and injury victims declined over the four-year period, even as the number of fatalities increased.\u003c/p>\n\u003cp>There were nearly 14,000 injury crashes and nearly 21,000 injured victims in 2018. They fell to 12,602 injury crashes and 18,344 injured victims by last year, though those figures are still considered to be preliminary.\u003c/p>\n\u003cp>At least 38 people were killed in crashes in California during the 78-hour period surrounding last year’s Christmas holiday, the CHP said. It didn’t say how many were considered to be the result of DUIs, but noted CHP officers made 573 arrests for driving under the influence during that period.\u003c/p>\n\u003cp>[aside label ='Related Coverage' tag='california']California officials last week launched a “Don’t Let Drunk Drive/Don’t Let High Drive” campaign. And all available CHP officers will be on the road this year from 6 p.m. Friday through Sunday.\u003c/p>\n\u003cp>The CHP on Wednesday highlighted five traffic laws, all but one enacted this year, though only two take effect Jan. 1. One requires those under age 18 to wear helmets while riding horses on paved roadways; the second clarifies the definition of tribal emergency vehicles.\u003c/p>\n\u003cp>A law that took effect July 1 increased the penalty for repeated use of a handheld cellphone while driving. Penalties for participating in “sideshows” will increase July 1, 2025. And in 2027, a new exemption kicks in for towing recreational trailers.\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Prosecutors in seven California counties warned Wednesday that they are seeing a rapid rise in deadly DUI crashes just as people begin socializing for the holidays and planning New Year’s Eve outings.\u003c/p>\n\u003cp>Traffic fatalities jumped 15% statewide, comparing the most recent statistics for October to a year ago, though not all were linked to impaired driving.\u003c/p>\n\u003cp>The district attorneys largely blamed the coronavirus pandemic.\u003c/p>\n\u003cp>“We’ve been facing a very difficult time for the last almost two years now,” said Sacramento County District Attorney Anne Marie Schubert. “I don’t think it’s a coincidence that we’re seeing increased DUI fatalities.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“This has been a very stressful time for everybody,” added Fresno County District Attorney Lisa Smittcamp. “Alcohol sales have gone up, alcohol consumption has gone up.”\u003c/p>\n\u003cp>The increase in people killed in DUI crashes in California “echoes a similar trend occurring nationwide,” California Highway Patrol spokeswoman Fran Clader said.\u003c/p>\n\u003cp>She cited a June warning from the National Highway Traffic Safety Administration that early estimates showed an increase in traffic fatalities nationwide in 2020. The agency listed the leading causes as impaired driving, speeding, and failing to wear a seatbelt.\u003c/p>\n\u003cp>California’s second-largest county “is struggling with its worst episode of deadly DUI crashes in two decades,” said San Diego County District Attorney Summer Stephan, with 37 deaths to date — about double its historical average.\u003c/p>\n\u003cp>Sacramento County vehicular manslaughter-while-intoxicated cases climbed incrementally from 2017 through last year, but more than doubled this year from 12 to 27.\u003c/p>\n\u003cp>Among the victims is Mike Dodson, 76, who died three weeks after he was struck while biking on a popular Sacramento County paved trail in June, said Schubert. A 25-year-old man faces murder, gross vehicular manslaughter while intoxicated and other charges.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\n“We can never forget that there are human beings that will never be back to share this holiday season with their families,” said Schubert, who is running a law-and-order campaign for state attorney general.\u003c/p>\n\u003cp>Kern County District Attorney Cynthia Zimmer filed twice as many fatal DUI-related charges this year, with 26 dead, as she did last year when 11 people were killed.\u003c/p>\n\u003cp>DUI deaths dipped last year before doubling to 14 so far this year in El Dorado County. Vehicular manslaughter cases involving intoxication increased from one last year to five this year in Yolo County, also a smaller county in the Sacramento area.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "Crash fatality victims ticked up from 816 in 2018 to 818 in 2019 but jumped to 941 last year, with 579 so far this year.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cbr>\nStatewide, fatal crashes and victims increased steadily since 2018, according the CHP, and though numbers are down so far this year, they are expected to rise.\u003c/p>\n\u003cp>Deadly crashes statewide rose from 700 in 2018 to 720 in 2019 and 824 last year, according to the figures compiled for The Associated Press. There were 519 reported so far this year.\u003c/p>\n\u003cp>Similarly, fatality victims ticked up from 816 in 2018 to 818 in 2019 but jumped to 941 last year, with 579 so far this year.\u003c/p>\n\u003cp>The statistics seem to indicate more deadly results in recent years, though the CHP couldn’t provide an explanation. Both the number of injury crashes and injury victims declined over the four-year period, even as the number of fatalities increased.\u003c/p>\n\u003cp>There were nearly 14,000 injury crashes and nearly 21,000 injured victims in 2018. They fell to 12,602 injury crashes and 18,344 injured victims by last year, though those figures are still considered to be preliminary.\u003c/p>\n\u003cp>At least 38 people were killed in crashes in California during the 78-hour period surrounding last year’s Christmas holiday, the CHP said. It didn’t say how many were considered to be the result of DUIs, but noted CHP officers made 573 arrests for driving under the influence during that period.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>California officials last week launched a “Don’t Let Drunk Drive/Don’t Let High Drive” campaign. And all available CHP officers will be on the road this year from 6 p.m. Friday through Sunday.\u003c/p>\n\u003cp>The CHP on Wednesday highlighted five traffic laws, all but one enacted this year, though only two take effect Jan. 1. One requires those under age 18 to wear helmets while riding horses on paved roadways; the second clarifies the definition of tribal emergency vehicles.\u003c/p>\n\u003cp>A law that took effect July 1 increased the penalty for repeated use of a handheld cellphone while driving. Penalties for participating in “sideshows” will increase July 1, 2025. And in 2027, a new exemption kicks in for towing recreational trailers.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cp>The former head of the Rohnert Park Public Safety Department’s drug interdiction team pleaded guilty Wednesday to federal charges of conspiracy to commit extortion under “color of law,” falsifying records in a federal investigation and tax evasion.\u003c/p>\n\u003cp>Ex-Sgt. Brendan “Jacy” Tatum and his former partner, Joseph Huffaker, both were indicted by a federal grand jury in September for their role in an unlawful marijuana and asset seizure scheme uncovered by KQED in 2018.\u003c/p>\n\u003cp>Tatum stood straight-backed in a dark navy suit in the wood-paneled federal courtroom in San Francisco before Judge Maxine Chesney. She methodically went over the three counts of the indictment and then asked Tatum how he pleaded.[pullquote size=\"medium\" align=\"right\" citation=\"Stuart Hanlon, lawyer for ex-Sgt. Brendan 'Jacy' Tatum\"]‘To say he is sorry for what he has done does not come close to expressing his regret and shame.’[/pullquote]\u003c/p>\n\u003cp>“Guilty, your honor,” he said.\u003c/p>\n\u003cp>Tatum declined to publicly comment at Wednesday’s hearing. But about an hour after the court hearing, his lawyer, Stuart Hanlon, emailed KQED about Tatum’s plea.\u003c/p>\n\u003cp>“My client plead guilty to all charges he is facing because he is in fact guilty,” Hanlon said. “He realizes he has made huge mistakes and that there will be serious consequences for him. He is ready to face these consequences. The first step is to admit what he has done.”\u003c/p>\n\u003cp>Hanlon said Tatum’s career as a “good and honest police officer” will be overshadowed, adding that Tatum would “accept the judgement of the Court.” He said his client wants to try to make up for what he has done and focus on his family.\u003c/p>\n\u003cp>“To say he is sorry for what he has done does not come close to expressing his regret and shame,” Hanlon added. “He knows he will go to prison, but that time will end, and he will begin a next part of his life. He does not intend to let his criminal acts define who he is.”\u003c/p>\n\u003cp>Zeke Flatten, a Texas-based man who was the first person to come forward with allegations that he was robbed by police officers posing as ATF, sat watching this unfold in the courtroom. After Wednesday’s hearing, Flatten said Tatum’s guilty plea marks the “beginning of the end” of the years-long case.\u003c/p>\n\u003cp>“It was amazing to hear him plead guilty,” Flatten said. “I think it kind of just solidified everything.”\u003c/p>\n\u003cp>Huffaker has so far pleaded not guilty to all the charges. His lawyers declined to comment on what Tatum’s admission of guilt means for their client.\u003c/p>\n\u003cp>More than three years ago, KQED, in partnership with The North Coast Journal and independent journalist Kym Kemp, first reported allegations from a string of motorists who said that Rohnert Park police officers improperly seized cash and marijuana from them during traffic stops along the border of Mendocino and Sonoma counties, 40 miles north of the small suburban town of Rohnert Park.\u003c/p>\n\u003cp>Tatum was in charge of Rohnert Park’s drug interdiction and asset forfeiture efforts. Between 2013 and 2018, the team led by Tatum seized around $3.6 million from motorists under civil asset forfeiture provisions that allow law enforcement to take cash they suspect is connected to criminal activity. Much of that money was turned over to his department.[aside postID=\"news_11889861,news_11864589,news_11700572,news_11701249\" label=\"Related Posts\"]\u003c/p>\n\u003cp>Tatum’s team also seized at least two and a half tons of marijuana during that time, according to documents obtained and analyzed by KQED. In 2015, Tatum was publicly recognized by the city for his efforts.\u003c/p>\n\u003cp>However, after motorists came forward claiming that the cannabis seized by Rohnert Park officers was being transported legally, KQED found that destruction orders for hundreds of pounds of marijuana were missing. Tatum also had a history of dishonesty and was found by a federal jury in 2018 to have violated a couple’s constitutional rights during a warrantless search.\u003c/p>\n\u003cp>Tatum has now pleaded guilty to using his authority as a police officer to extort people he pulled over. The indictment also alleges the two were reselling the marijuana they seized. The indictment detailed $400,000 in cash deposits by Tatum’s family members that were never reported to the IRS.\u003c/p>\n\u003cp>In a September email Huffaker’s attorney, Heather Phillips, said that she looked forward to defending him “so that the entire story can be revealed and Mr. Huffaker’s name can be cleared.”[pullquote size=\"medium\" align=\"right\" citation=\"Zeke Flatten\"]‘It was amazing to hear him plead guilty. I think it kind of just solidified everything.’[/pullquote]\u003c/p>\n\u003cp>However, with Tatum’s guilty plea, pressure on Huffaker will mount. Earlier this month, prosecutors shared more discovery documents with Huffaker and his legal team, and indicated that they might be adding more charges to his case. His next court appearance is Dec. 15.\u003c/p>\n\u003cp>A spokesperson for the department of justice said they could not comment on the case until after sentencing. Judge Chesney ordered Tatum to return for sentencing on March 9.\u003c/p>\n\u003cp>Flatten said he hopes that Tatum’s cooperation means anyone else who was involved in the illegal scheme will be brought to justice.\u003c/p>\n\u003cp>In June 2018, Tatum left the Rohnert Park Public Safety Department. Over the next three months, the police chief and a sergeant who supervised Tatum both retired. Huffaker left the department in early 2019 under the conditions of a settlement agreement he reached with the city.\u003c/p>\n\u003cp>Last year, the city of Rohnert Park paid out over $1.8 million to settle a civil lawsuit with eight plaintiffs who claimed hundreds of pounds of marijuana and $55,000 was unlawfully seized during traffic stops. Another lawsuit Flatten filed against Mendocino County in connection with the case is ongoing.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Guilty, your honor,” he said.\u003c/p>\n\u003cp>Tatum declined to publicly comment at Wednesday’s hearing. But about an hour after the court hearing, his lawyer, Stuart Hanlon, emailed KQED about Tatum’s plea.\u003c/p>\n\u003cp>“My client plead guilty to all charges he is facing because he is in fact guilty,” Hanlon said. “He realizes he has made huge mistakes and that there will be serious consequences for him. He is ready to face these consequences. The first step is to admit what he has done.”\u003c/p>\n\u003cp>Hanlon said Tatum’s career as a “good and honest police officer” will be overshadowed, adding that Tatum would “accept the judgement of the Court.” He said his client wants to try to make up for what he has done and focus on his family.\u003c/p>\n\u003cp>“To say he is sorry for what he has done does not come close to expressing his regret and shame,” Hanlon added. “He knows he will go to prison, but that time will end, and he will begin a next part of his life. He does not intend to let his criminal acts define who he is.”\u003c/p>\n\u003cp>Zeke Flatten, a Texas-based man who was the first person to come forward with allegations that he was robbed by police officers posing as ATF, sat watching this unfold in the courtroom. After Wednesday’s hearing, Flatten said Tatum’s guilty plea marks the “beginning of the end” of the years-long case.\u003c/p>\n\u003cp>“It was amazing to hear him plead guilty,” Flatten said. “I think it kind of just solidified everything.”\u003c/p>\n\u003cp>Huffaker has so far pleaded not guilty to all the charges. His lawyers declined to comment on what Tatum’s admission of guilt means for their client.\u003c/p>\n\u003cp>More than three years ago, KQED, in partnership with The North Coast Journal and independent journalist Kym Kemp, first reported allegations from a string of motorists who said that Rohnert Park police officers improperly seized cash and marijuana from them during traffic stops along the border of Mendocino and Sonoma counties, 40 miles north of the small suburban town of Rohnert Park.\u003c/p>\n\u003cp>Tatum was in charge of Rohnert Park’s drug interdiction and asset forfeiture efforts. Between 2013 and 2018, the team led by Tatum seized around $3.6 million from motorists under civil asset forfeiture provisions that allow law enforcement to take cash they suspect is connected to criminal activity. Much of that money was turned over to his department.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Tatum’s team also seized at least two and a half tons of marijuana during that time, according to documents obtained and analyzed by KQED. In 2015, Tatum was publicly recognized by the city for his efforts.\u003c/p>\n\u003cp>However, after motorists came forward claiming that the cannabis seized by Rohnert Park officers was being transported legally, KQED found that destruction orders for hundreds of pounds of marijuana were missing. Tatum also had a history of dishonesty and was found by a federal jury in 2018 to have violated a couple’s constitutional rights during a warrantless search.\u003c/p>\n\u003cp>Tatum has now pleaded guilty to using his authority as a police officer to extort people he pulled over. The indictment also alleges the two were reselling the marijuana they seized. The indictment detailed $400,000 in cash deposits by Tatum’s family members that were never reported to the IRS.\u003c/p>\n\u003cp>In a September email Huffaker’s attorney, Heather Phillips, said that she looked forward to defending him “so that the entire story can be revealed and Mr. Huffaker’s name can be cleared.”\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/freeway01.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11892010\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/freeway01.png\" alt=\"Cartoon: an overhead view of a huge freeway across the Bay. "What th'?! There were plans for a 36-lane freeway between Oakland & SF (in the 1940s).\" width=\"1920\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-800x800.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-1020x1020.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-160x160.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-1536x1536.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>Picture a 36-lane freeway built on bay fill just south of the Bay Bridge.\u003c/p>\n\u003cp>That was the plan dreamed up by \u003ca href=\"https://www.sfgate.com/local/article/second-bay-bridge-plans-history-freeway-alameda-sf-14018498.php#photo-12881703\">John Reber, a playwright and director\u003c/a>, and \u003ca href=\"https://legacy.seaonc.org/engineer/leon-nishkian/\">Leon H. Nishkian, a celebrated structural engineer\u003c/a>, who were involved in projects ranging from the Golden Gate Bridge to the Hetch Hetchy water system.\u003c/p>\n\u003cp>To put the size of this paved monstrosity into perspective,\u003ca href=\"https://en.wikipedia.org/wiki/Interstate_405_(California)#/media/File:405_freeway_from_the_air.jpg\"> Interstate 405 in Los Angeles is around 20-lanes wide\u003c/a> near LA International Airport.\u003c/p>\n\u003cp>But wait, there’s more!\u003c/p>\n\u003cp>\u003ca href=\"https://www.lib.berkeley.edu/news_events/bridge/up019.html\">The proposed bay freeway \u003c/a>would have also had 640-foot-wide strips on either side of it, each designated an “industrial area.” (You know, for all those industrial things you wanted to do in the shadow of the Bay Bridge.)\u003c/p>\n\u003cp>The freeway and industrial areas would form a strip of land over five football fields wide across the bay, largely sealing off the southern section of the body of water in the process.\u003c/p>\n\u003cp>At least nobody can accuse Reber and Nishkian of thinking small.\u003c/p>\n\u003cp>Thankfully, the location of the planned causeway is still occupied by water, seals and fish.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/freeway01.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11892010\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/10/freeway01.png\" alt=\"Cartoon: an overhead view of a huge freeway across the Bay. "What th'?! There were plans for a 36-lane freeway between Oakland & SF (in the 1940s).\" width=\"1920\" height=\"1920\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-800x800.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-1020x1020.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-160x160.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/10/freeway01-1536x1536.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>Picture a 36-lane freeway built on bay fill just south of the Bay Bridge.\u003c/p>\n\u003cp>That was the plan dreamed up by \u003ca href=\"https://www.sfgate.com/local/article/second-bay-bridge-plans-history-freeway-alameda-sf-14018498.php#photo-12881703\">John Reber, a playwright and director\u003c/a>, and \u003ca href=\"https://legacy.seaonc.org/engineer/leon-nishkian/\">Leon H. Nishkian, a celebrated structural engineer\u003c/a>, who were involved in projects ranging from the Golden Gate Bridge to the Hetch Hetchy water system.\u003c/p>\n\u003cp>To put the size of this paved monstrosity into perspective,\u003ca href=\"https://en.wikipedia.org/wiki/Interstate_405_(California)#/media/File:405_freeway_from_the_air.jpg\"> Interstate 405 in Los Angeles is around 20-lanes wide\u003c/a> near LA International Airport.\u003c/p>\n\u003cp>But wait, there’s more!\u003c/p>\n\u003cp>\u003ca href=\"https://www.lib.berkeley.edu/news_events/bridge/up019.html\">The proposed bay freeway \u003c/a>would have also had 640-foot-wide strips on either side of it, each designated an “industrial area.” (You know, for all those industrial things you wanted to do in the shadow of the Bay Bridge.)\u003c/p>\n\u003cp>The freeway and industrial areas would form a strip of land over five football fields wide across the bay, largely sealing off the southern section of the body of water in the process.\u003c/p>\n\u003cp>At least nobody can accuse Reber and Nishkian of thinking small.\u003c/p>\n\u003cp>Thankfully, the location of the planned causeway is still occupied by water, seals and fish.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Massive bottlenecks and backlogs in southern California are disrupting the global supply chain, leading to a shortage of everything from computer chips to kitchen supplies.\u003c/p>\n\u003cp>The ports of Los Angeles and Long Beach together bring in 40% of all goods shipped to the country by water, but these harbors are struggling to keep up with the influx of containers full of new goods coming in.[pullquote size=\"medium\" align=\"right\" citation=\"Danny Wan, executive director of the Port of Oakland\"]‘We have three terminals at the Port of Oakland and we’re about 75% capacity.’[/pullquote]\u003c/p>\n\u003cp>In mid-October, President Joe Biden announced that the Port of Los Angeles would operate around the clock, a decision that came after the Port of Long Beach also decided to extend its hours. Despite these measures, state officials are still working to find ways to increase the operational capacity of both ports.\u003c/p>\n\u003cp>The backlog’s origin story is complicated. Early in the pandemic, factories had to shut down or reduce their output. Shipping companies reduced their schedules, assuming people would be buying less stuff. Protective gear was sent to locations across the globe that don’t export many goods, so some of those shipping containers didn’t get returned.\u003c/p>\n\u003cp>Then, people did buy stuff — a lot of stuff. Warehouses struggled to hire enough workers to keep up with demand and they started getting backed up, leaving containers full of new goods at the ports, where they started to create traffic jams, said Chris Tang, a professor at UCLA’s Anderson School of Management who studies supply chain issues.\u003c/p>\n\u003cp>On Wednesday, Gov. Gavin Newsom toured the ports and announced that, starting Nov. 19, Caltrans will begin accepting applications for trucks moving from statewide ports and distribution centers to carry heavier loads of up to 88,000 pounds on state and interstate highways.\u003c/p>\n\u003cp>https://twitter.com/CAgovernor/status/1461082984325398530?s=20\u003c/p>\n\u003cp>But in the Bay Area, the Port of Oakland faces a completely different situation. The executive director of the port, Danny Wan, shared with state legislators earlier this month that Oakland actually has a lot of spare space.\u003c/p>\n\u003cp>“You look at the Bay and the whole terminal is empty,” he said. “Empty of containers. Empty of ships. And the operator tells me that this is the first time in the history where they’re operating Oakland that they have not one vessel call.”\u003c/p>\n\u003cp>KQED spoke with Wan, who also serves as president of the California Association of Port Authorities, this week to better understand the current situation in Oakland and how he proposes to overhaul California’s port infrastructure.\u003c/p>\n\u003cp>\u003cem>The following interview has been edited for length and clarity.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>KQED’s Brian Watt: Has the situation at the Port of Oakland changed since you met with legislators?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Danny Wan\u003c/strong>: We have three terminals at the Port of Oakland and we’re about 75% capacity. We’re talking to the shipping lines about returning some [shipping] to Oakland, and [we’re] not talking about shipping the stuff that usually goes down to LA and Long Beach in normal times, to come to Oakland. Some of the things that normally do come to Oakland, all of a sudden in this kind of disruptive environment, have now started to go down to Long Beach now instead of Oakland.\u003c/p>\n\u003cp>\u003cstrong>There are two international trade routes that are starting up this month docking at Oakland. Are they in response to the situation that has developed in Los Angeles and Long Beach?\u003c/strong>\u003c/p>\n\u003cp>Normally what happens is that the shipping lines do a route from Asia to Los Angeles-Long Beach. They drop the cargo down there that’s destined for the southern California routes. And then they come up to Oakland. and they pick up exports and they also drop off what’s destined for northern California. What’s happening now is that they’re skipping Oakland because they want to get their containers back. They’re simply dropping all the cargo off in Los Angeles-Long Beach and expecting northern California export-importers to go down to Los Angeles into that congestion and do their business.\u003c/p>\n\u003cp>These two new trade routes are direct shipping lines coming to Oakland — not to Los Angeles-Long Beach. They’re first coming to Oakland to drop off the imports and pick up the exports and go back to Asia directly so that we have a direct route … that is perfect for us, that is efficient, that is going to serve the people up here and we hope to have more of those kind of routes starting up.\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>What is your suggestion for what could be done to help push through some of the bottleneck issues we see at the ports?\u003c/strong>\u003c/p>\n\u003cp>There’s a lot of discussion about whether we can relieve the congestion for Christmas. I unfortunately got a report that this congestion problem is not going to be solved by Christmas. What we need to do is make sure that this congestion problem does not last very much into the new year.\u003c/p>\n\u003cp>[aside label ='Related Coverage' tag='economy']One of the solutions I’m suggesting is to use our maximum capacity, including the Port of Oakland. We have another 25% capacity. We could help relieve that congestion down south. I think that there needs to be some kind of discussion about coordinating the various parties in the supply chain in terms of moving, making space available and getting more information to our shippers … to have some clarity as to when the schedule is, when they can get spots, when they can get their containers so that people can coordinate the system better to make it flow more smoothly.\u003c/p>\n\u003cp>But in the long term, there’s an issue. California ports are especially underinvested. We need a coordinated effort from the state and the federal government to make more investment into the supply chain in California, both in terms of dock space, dock improvements, but also workforce training as well as other issues, like inland warehouse development.\u003c/p>\n\u003cp>\u003cstrong>Do you feel that the recently approved federal infrastructure package, which includes $17 billion for infrastructure at ports, is a start?\u003c/strong>\u003c/p>\n\u003cp>Absolutely. I appreciate the Biden administration recognizing that this is an important investment in the package. But I think one of the issues that we need to bring out … is that California ports, compared to, for example, the Gulf ports of the East and the South are having an investment disadvantage of about 11 to 1. In other words, for every dollar they invest in the West Coast, in California ports, 11 dollars are invested in other ports on other coasts. So California is way behind.\u003c/p>\n\u003cp>We need to have a California-coordinated freight policy that not only makes sense of the capacity issue — where we ship the goods, but also in terms of investing, having a plan to invest so that we can compete for that federal investment that’s coming in with the infrastructure package.\u003c/p>\n\u003cp>\u003cem>This post includes reporting from CalMatters’s Gal Gedye.\u003c/em>\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>But in the Bay Area, the Port of Oakland faces a completely different situation. The executive director of the port, Danny Wan, shared with state legislators earlier this month that Oakland actually has a lot of spare space.\u003c/p>\n\u003cp>“You look at the Bay and the whole terminal is empty,” he said. “Empty of containers. Empty of ships. And the operator tells me that this is the first time in the history where they’re operating Oakland that they have not one vessel call.”\u003c/p>\n\u003cp>KQED spoke with Wan, who also serves as president of the California Association of Port Authorities, this week to better understand the current situation in Oakland and how he proposes to overhaul California’s port infrastructure.\u003c/p>\n\u003cp>\u003cem>The following interview has been edited for length and clarity.\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>KQED’s Brian Watt: Has the situation at the Port of Oakland changed since you met with legislators?\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Danny Wan\u003c/strong>: We have three terminals at the Port of Oakland and we’re about 75% capacity. We’re talking to the shipping lines about returning some [shipping] to Oakland, and [we’re] not talking about shipping the stuff that usually goes down to LA and Long Beach in normal times, to come to Oakland. Some of the things that normally do come to Oakland, all of a sudden in this kind of disruptive environment, have now started to go down to Long Beach now instead of Oakland.\u003c/p>\n\u003cp>\u003cstrong>There are two international trade routes that are starting up this month docking at Oakland. Are they in response to the situation that has developed in Los Angeles and Long Beach?\u003c/strong>\u003c/p>\n\u003cp>Normally what happens is that the shipping lines do a route from Asia to Los Angeles-Long Beach. They drop the cargo down there that’s destined for the southern California routes. And then they come up to Oakland. and they pick up exports and they also drop off what’s destined for northern California. What’s happening now is that they’re skipping Oakland because they want to get their containers back. They’re simply dropping all the cargo off in Los Angeles-Long Beach and expecting northern California export-importers to go down to Los Angeles into that congestion and do their business.\u003c/p>\n\u003cp>These two new trade routes are direct shipping lines coming to Oakland — not to Los Angeles-Long Beach. They’re first coming to Oakland to drop off the imports and pick up the exports and go back to Asia directly so that we have a direct route … that is perfect for us, that is efficient, that is going to serve the people up here and we hope to have more of those kind of routes starting up.\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>One of the solutions I’m suggesting is to use our maximum capacity, including the Port of Oakland. We have another 25% capacity. We could help relieve that congestion down south. I think that there needs to be some kind of discussion about coordinating the various parties in the supply chain in terms of moving, making space available and getting more information to our shippers … to have some clarity as to when the schedule is, when they can get spots, when they can get their containers so that people can coordinate the system better to make it flow more smoothly.\u003c/p>\n\u003cp>But in the long term, there’s an issue. California ports are especially underinvested. We need a coordinated effort from the state and the federal government to make more investment into the supply chain in California, both in terms of dock space, dock improvements, but also workforce training as well as other issues, like inland warehouse development.\u003c/p>\n\u003cp>\u003cstrong>Do you feel that the recently approved federal infrastructure package, which includes $17 billion for infrastructure at ports, is a start?\u003c/strong>\u003c/p>\n\u003cp>Absolutely. I appreciate the Biden administration recognizing that this is an important investment in the package. But I think one of the issues that we need to bring out … is that California ports, compared to, for example, the Gulf ports of the East and the South are having an investment disadvantage of about 11 to 1. In other words, for every dollar they invest in the West Coast, in California ports, 11 dollars are invested in other ports on other coasts. So California is way behind.\u003c/p>\n\u003cp>We need to have a California-coordinated freight policy that not only makes sense of the capacity issue — where we ship the goods, but also in terms of investing, having a plan to invest so that we can compete for that federal investment that’s coming in with the infrastructure package.\u003c/p>\n\u003cp>\u003cem>This post includes reporting from CalMatters’s Gal Gedye.\u003c/em>\u003cbr>\n\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"alignnone size-full wp-image-11896268\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/bitcoin_111521_final.png\" alt='Cartoon: a man on a ladder before a stock-ticker arrow pointing up. A woman asks him, \"Bitcoin?\" He answers, \"my bridge toll debt.\"' width=\"1920\" height=\"1307\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final.png 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-800x545.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-1020x694.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-160x109.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/bitcoin_111521_final-1536x1046.png 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003c/a>\u003c/p>\n\u003cp>A handful of \u003ca href=\"https://bit.ly/fiorebridgetolldebt\">unpaid $6 bridge tolls can easily grow to hundreds or thousands of dollars in fees\u003c/a> and penalties.\u003c/p>\n\u003cp>Economic justice advocates in the Bay Area want to change that.\u003c/p>\n\u003cp>Having been on the receiving end of this extreme system of late payments and penalties (and eventual vehicle registration hold), I can attest to the fact that these charges can pile up ridiculously fast.\u003c/p>\n\u003cp>Fortunately, \u003ca href=\"https://www.spur.org/publications/spur-report/2021-11-04/bridging-gap\">SPUR has shined a spotlight on the overly punitive toll collections system\u003c/a> (one that predominantly affects lower-income drivers) and the Bay Area Toll Authority (BATA) recently voted to reduce late fees and fines.\u003c/p>\n\u003cp>As for those of you who already have tens of thousands of dollars in toll debt … BATA is still working on that.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"slug": "southern-california-amtrak-line-offers-up-close-view-of-climate-changes-impact-on-beaches",
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"content": "\u003cp>The United States and China — the world’s top two greenhouse gas-emitting countries, which together account for about 40% of the world’s annual carbon output — \u003ca href=\"https://www.npr.org/2021/11/11/1054648598/u-s-and-china-announce-surprise-climate-agreement-at-cop26-summit\">announced Wednesday they have agreed to cooperate on limiting emissions\u003c/a> to address the global climate crisis.\u003c/p>\n\u003cp>The agreement, announced at the United Nations climate change conference in Glasgow, Scotland, known as COP26, aims to accelerate emissions reductions toward the goals set in the 2015 Paris agreement, which include keeping the global temperature rise “well below” 2 degrees Celsius (3.6 degrees Fahrenheit), with a target of 1.5 degrees Celsius (2.7 degrees Fahrenheit).\u003c/p>\n\u003cp>Despite the encouraging news, experts predict that \u003ca href=\"https://unfccc.int/news/climate-commitments-not-on-track-to-meet-paris-agreement-goals-as-ndc-synthesis-report-is-published\">most countries are currently not on track to meet the commitments they agreed to in Paris\u003c/a>. In the U.S., the West Coast is already experiencing more frequent and severe weather, and rising seas are already \u003ca href=\"https://www.kqed.org/science/1973805/climate-solutions-in-east-palo-alto\">putting some Bay Area communities at risk\u003c/a>.\u003c/p>\n\u003cp>In Southern California in September, Amtrak \u003ca href=\"https://losangeles.cbslocal.com/2021/09/16/beach-erosion-suspends-all-metrolink-amtrak-service-between-oc-san-diego/\">suspended service on their Pacific Surfliner route\u003c/a> for a few weeks between Orange and San Diego counties for emergency repairs due to beach erosion. The scenic coastline route connects San Diego and other cities on its way to San Luis Obispo.\u003c/p>\n\u003cp>https://twitter.com/PacSurfliners/status/1438320674506821632\u003c/p>\n\u003cp>Beach erosion, the process in which \u003ca href=\"https://toolkit.climate.gov/topics/coastal-flood-risk/coastal-erosion\">the sand and rocks that make up a coastline are carried away by rising seas and stronger waves\u003c/a>, presents an ongoing threat to the tracks of the Pacific Surfliner and the oceanfront homes, roads, piers and power plants in the vicinity.\u003c/p>\n\u003cp>Rick Behl, professor of geological sciences at Cal State Long Beach, points out that even in normal times, California’s coast can be a hazardous place to build things.\u003c/p>\n\u003cp>“The coastline is a super-dynamic place naturally,” he said. “It’s where everything comes together: the ocean, the atmosphere, the land, the rivers. It’s constantly changing.”\u003c/p>\n\u003cfigure id=\"attachment_11895980\" class=\"wp-caption alignnone\" style=\"max-width: 771px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11895980 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg\" alt=\"An aerial shot of a long, silver-and-blue train on tracks, with only a few yards of beach between it and ocean waves, with low, green hills on the immediate opposite side.\" width=\"771\" height=\"514\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg 771w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1-160x107.jpg 160w\" sizes=\"(max-width: 771px) 100vw, 771px\">\u003cfigcaption class=\"wp-caption-text\">Amtrak’s Pacific Surfliner train travels along the Southern California coast. \u003ccite>(Courtesy of Amtrak)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He adds that climate change is supercharging these changes, making storms stronger, tides higher and the coastal erosion of beaches and cliffs worse.\u003c/p>\n\u003cp>Riding the Pacific Surfliner provides a unique vantage point to this transformation. As the train crosses San Diego County into Orange County, the tracks come really close to the Pacific Ocean, making it clear how vulnerable the train and nearby homes are to climate change.\u003c/p>\n\u003cfigure id=\"attachment_11896117\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11896117 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1352379110-800x543.jpg\" alt=\"View inside the interior of a train car taken from the back, with rows of four seats and an aisle up the middle. The bright sun makes the interior mostly dark. A man with short hair, glasses, and a mask takes a photo with his phone out through the window, where a receding wave seems to come up almost to the train itself.\" width=\"800\" height=\"543\">\u003cfigcaption class=\"wp-caption-text\">A passenger takes a photo as an Amtrak train passes near the Pacific Ocean on Nov. 9, 2021, near Oceanside, California. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In nearby towns like San Clemente and Oceanside, seawalls have been built in front of many homes, and giant boulders have been placed between the ocean and the train tracks.\u003c/p>\n\u003cp>But Behl warns that “coastal armoring” actually makes erosion worse in the long term by starving beaches of new sources of sand.\u003c/p>\n\u003cp>“It increases the energy on the beach, causes more erosion, drops the sand and makes less beach,” he said.\u003c/p>\n\u003cp>The cycle can possibly reach a point where “there really is no beach left.”\u003c/p>\n\u003cp>[aside postID=\"science_1973805\" hero=\"https://ww2.kqed.org/app/uploads/sites/35/2021/04/RS48686_EPA_image_selects_fullsize-3-qut.jpg\"]Looking ahead, Behl says Californians will likely face the expensive challenge of moving some homes and critical infrastructure, including parts of this train route, away from the coast. That’s called “planned retreat.”\u003c/p>\n\u003cp>Behl also says we have to stop thinking about sea level rise as something that’s happening so slowly we just don’t have to worry about it yet.\u003c/p>\n\u003cp>“Beach erosion, cliff retreat is not a gradual process, it’s episodic,” he said. “So when someone says that’s long in the future, far in the future, it may be, or it may not be.”\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED’s Carlos Cabrera-Lomelí and NPR.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The United States and China — the world’s top two greenhouse gas-emitting countries, which together account for about 40% of the world’s annual carbon output — \u003ca href=\"https://www.npr.org/2021/11/11/1054648598/u-s-and-china-announce-surprise-climate-agreement-at-cop26-summit\">announced Wednesday they have agreed to cooperate on limiting emissions\u003c/a> to address the global climate crisis.\u003c/p>\n\u003cp>The agreement, announced at the United Nations climate change conference in Glasgow, Scotland, known as COP26, aims to accelerate emissions reductions toward the goals set in the 2015 Paris agreement, which include keeping the global temperature rise “well below” 2 degrees Celsius (3.6 degrees Fahrenheit), with a target of 1.5 degrees Celsius (2.7 degrees Fahrenheit).\u003c/p>\n\u003cp>Despite the encouraging news, experts predict that \u003ca href=\"https://unfccc.int/news/climate-commitments-not-on-track-to-meet-paris-agreement-goals-as-ndc-synthesis-report-is-published\">most countries are currently not on track to meet the commitments they agreed to in Paris\u003c/a>. In the U.S., the West Coast is already experiencing more frequent and severe weather, and rising seas are already \u003ca href=\"https://www.kqed.org/science/1973805/climate-solutions-in-east-palo-alto\">putting some Bay Area communities at risk\u003c/a>.\u003c/p>\n\u003cp>In Southern California in September, Amtrak \u003ca href=\"https://losangeles.cbslocal.com/2021/09/16/beach-erosion-suspends-all-metrolink-amtrak-service-between-oc-san-diego/\">suspended service on their Pacific Surfliner route\u003c/a> for a few weeks between Orange and San Diego counties for emergency repairs due to beach erosion. The scenic coastline route connects San Diego and other cities on its way to San Luis Obispo.\u003c/p>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\n\u003cp>Beach erosion, the process in which \u003ca href=\"https://toolkit.climate.gov/topics/coastal-flood-risk/coastal-erosion\">the sand and rocks that make up a coastline are carried away by rising seas and stronger waves\u003c/a>, presents an ongoing threat to the tracks of the Pacific Surfliner and the oceanfront homes, roads, piers and power plants in the vicinity.\u003c/p>\n\u003cp>Rick Behl, professor of geological sciences at Cal State Long Beach, points out that even in normal times, California’s coast can be a hazardous place to build things.\u003c/p>\n\u003cp>“The coastline is a super-dynamic place naturally,” he said. “It’s where everything comes together: the ocean, the atmosphere, the land, the rivers. It’s constantly changing.”\u003c/p>\n\u003cfigure id=\"attachment_11895980\" class=\"wp-caption alignnone\" style=\"max-width: 771px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11895980 size-full\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg\" alt=\"An aerial shot of a long, silver-and-blue train on tracks, with only a few yards of beach between it and ocean waves, with low, green hills on the immediate opposite side.\" width=\"771\" height=\"514\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1.jpg 771w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/11/Amtrak-Pacific-Sunsurfer-916x515-1-160x107.jpg 160w\" sizes=\"(max-width: 771px) 100vw, 771px\">\u003cfigcaption class=\"wp-caption-text\">Amtrak’s Pacific Surfliner train travels along the Southern California coast. \u003ccite>(Courtesy of Amtrak)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>He adds that climate change is supercharging these changes, making storms stronger, tides higher and the coastal erosion of beaches and cliffs worse.\u003c/p>\n\u003cp>Riding the Pacific Surfliner provides a unique vantage point to this transformation. As the train crosses San Diego County into Orange County, the tracks come really close to the Pacific Ocean, making it clear how vulnerable the train and nearby homes are to climate change.\u003c/p>\n\u003cfigure id=\"attachment_11896117\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-11896117 size-medium\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2021/11/GettyImages-1352379110-800x543.jpg\" alt=\"View inside the interior of a train car taken from the back, with rows of four seats and an aisle up the middle. The bright sun makes the interior mostly dark. A man with short hair, glasses, and a mask takes a photo with his phone out through the window, where a receding wave seems to come up almost to the train itself.\" width=\"800\" height=\"543\">\u003cfigcaption class=\"wp-caption-text\">A passenger takes a photo as an Amtrak train passes near the Pacific Ocean on Nov. 9, 2021, near Oceanside, California. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In nearby towns like San Clemente and Oceanside, seawalls have been built in front of many homes, and giant boulders have been placed between the ocean and the train tracks.\u003c/p>\n\u003cp>But Behl warns that “coastal armoring” actually makes erosion worse in the long term by starving beaches of new sources of sand.\u003c/p>\n\u003cp>“It increases the energy on the beach, causes more erosion, drops the sand and makes less beach,” he said.\u003c/p>\n\u003cp>The cycle can possibly reach a point where “there really is no beach left.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Looking ahead, Behl says Californians will likely face the expensive challenge of moving some homes and critical infrastructure, including parts of this train route, away from the coast. That’s called “planned retreat.”\u003c/p>\n\u003cp>Behl also says we have to stop thinking about sea level rise as something that’s happening so slowly we just don’t have to worry about it yet.\u003c/p>\n\u003cp>“Beach erosion, cliff retreat is not a gradual process, it’s episodic,” he said. “So when someone says that’s long in the future, far in the future, it may be, or it may not be.”\u003c/p>\n\u003cp>\u003cem>This post includes reporting from KQED’s Carlos Cabrera-Lomelí and NPR.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>The federal government says California is ineligible for about $12 billion in public transit funding because of a long-running dispute over changes to the state’s public pension law that the Biden administration recently determined are improper.\u003c/p>\n\u003cp>Federal law says state and local agencies must protect the interests of their employees to be eligible for federal public transit grants. A \u003ca href=\"https://www.calpers.ca.gov/page/about/laws-legislation-regulations/public-employees-pension-reform-act\">state law that took effect in 2013\u003c/a> made changes to California’s public pension system, including making pensions less generous for new employees.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Michael Pimentel, California Transit Association\"]‘In the absence of these federal dollars flowing to California transit agencies, we will absolutely see a reduction in service.’[/pullquote]The Sacramento Bee reports the \u003ca href=\"https://www.sacbee.com/news/politics-government/the-state-worker/article255720896.html?ac_cid=DM561699&ac_bid=-1997988967\">U.S. Department of Labor recently determined those changes were improper\u003c/a> because they were imposed by law instead of collectively bargained with public employee unions.\u003c/p>\n\u003cp>The federal government’s latest decision means the state would be ineligible for about $9.5 billion in money set aside for California public transit agencies in the infrastructure bill Congress approved last week. California would also forfeit about $2.5 billion in grants for public transit that were part of the most recent federal coronavirus relief legislation.\u003c/p>\n\u003cp>“This relief funding has served as a lifeline for them, and in the absence of these federal dollars flowing to California transit agencies, we will absolutely see a reduction in service and losses in our workforce, making it more difficult for agencies to rebound,” said Michael Pimentel, executive director of the California Transit Association, a nonprofit representing public transit agencies in the state.\u003c/p>\n\u003cp>[aside postID=\"news_11895470\" hero=\"https://ww2.kqed.org/app/uploads/sites/10/2014/12/bay-bridge-concerns.jpg\"]Across the state, \u003ca href=\"https://www.kqed.org/news//what-bidens-congressional-infrastructure-bill-might-help-fund-in-california\">16% of transit vehicles are past their useful lives\u003c/a> but still in use. In San Francisco, MUNI’s parent agency, SFMTA, has more than $3 billion worth of needs identified for a five-year period through 2023, and more than $30 billion in infrastructure needs over the next 20 years. The Bay Area is host to 27 transit agencies.\u003c/p>\n\u003cp>State and federal officials have been arguing over this funding since the pension law was passed nearly a decade ago. After former President Barack Obama’s administration blocked grant funding for two California transit agencies, the state sued and won. But that decision only applied to the Sacramento Regional Transit District and Monterey-Salinas Transit.\u003c/p>\n\u003cp>In 2019, former Republican President Donald Trump’s administration ruled the state’s pension law did not make it ineligible for public transit grants. But Democratic President Joe Biden’s administration reversed that decision on Oct. 28.\u003c/p>\n\u003cp>[aside label ='Related Coverage' tag='public-transit']California U.S. Sens. Dianne Feinstein and Alex Padilla, both Democrats, have urged the Biden administration to overturn the decision, saying it was “at odds with multiple state and federal court decisions and past Labor Department precedent.”\u003c/p>\n\u003cp>California Gov. Gavin Newsom, a Democrat, called the Labor Department’s decision “extremely concerning.” In a letter to U.S. Labor Secretary Marty Walsh on Wednesday, Newsom argued the pension changes did not impede labor unions’ collective bargaining rights, noting unions have negotiated new contracts since the 2013 state law took effect.\u003c/p>\n\u003cp>A letter from the U.S. Department of Labor says the state pension law “continues to interfere with the collective bargaining process regardless of the specific terms of workers’ collective bargaining agreements now in existence.”\u003cbr>\n[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n",
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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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"meta": {
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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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"officialWebsiteLink": "http://freakonomics.com/",
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"meta": {
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"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"
},
"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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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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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",
"subscribe": {
"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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