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"disqusTitle": "Different Deltas: Q&A with Jason Peltier of Westlands Water District",
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"headTitle": "California’s Deadlocked Delta | QUEST | KQED Science",
"content": "\u003cp> \u003c/p>\n\u003cp>\u003cem>Water from the Delta has been fought over for more than a half century. Reporter Lauren Sommer sat down with \u003cstrong>Jason Peltier\u003c/strong>, the Deputy General Manager of \u003ca href=\"http://www.westlandswater.org/wwd\">Westlands Water District\u003c/a> to discuss the future of the Delta and California’s water supply. The Westlands Water District is a 600,000 acre agricultural district on the west side of the San Joaquin valley. It’s part of the 3 million acres of farmland that’s served by water that’s moved from the Delta. \u003c/em>\u003c/p>\n\u003cp>\u003cem>For another viewpoint, check out this \u003ca href=\"http://ww2.kqed.org/quest/2012/05/04/q-a-with-barry-nelson-nrdc/\">Q&A with Barry Nelson\u003c/a> of the Natural Resources Defense Council\u003c/em> or see the rest of our \u003ca href=\"http://ww2.kqed.org/quest/series/californias-deadlocked-delta/\">series coverage\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_37003\" class=\"wp-caption alignleft\" style=\"max-width: 160px\">\u003cimg class=\"size-full wp-image-37003\" title=\"Jason-Head-shot160\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/05/Jason-Head-shot160.jpg\" alt=\"Jason Peltier, Deputy General Manager of Westlands Water District\" width=\"160\" height=\"160\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160.jpg 160w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-75x75.jpg 75w\" sizes=\"(max-width: 160px) 100vw, 160px\">\u003cfigcaption class=\"wp-caption-text\">Jason Peltier, Deputy General Manager of Westlands Water District\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Where does the water for Westlands agriculture come from?\u003c/strong>\u003c/p>\n\u003cp>Through our history, California has accomplished great engineering feats with a system of dams and reservoirs. Those dams, like \u003ca href=\"http://www.usbr.gov/mp/ncao/shasta/\">Shasta\u003c/a> and \u003ca href=\"http://www.parks.ca.gov/?page_id=882\">Folsom\u003c/a>, allow us to store water and move it through time. In other words, from wet season to dry season. And the aqueducts allow us to move the water from place to place.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>How has the allocation of water changed over the years?\u003c/strong>\u003c/p>\n\u003cp>Over the last 20 years, our farmers have seen dramatic swings in their water supply, mostly on the downside. We’ve experienced 40%, 60%, up to 90% reductions in deliveries out of the Delta. In some cases there were dry years, but mostly it’s driven by environmental laws, the \u003ca href=\"http://www.epa.gov/lawsregs/laws/esa.html\">Endangered Species Act\u003c/a> and the \u003ca href=\"http://www.fws.gov/sacramento/Fisheries/CAMP-Program/CVPIA/fisheries_camp-program_cvpia.htm\">Central Valley Project Improvement Act\u003c/a>. They’ve had a rough couple of decades dealing with uncertainty, unpredictability. You can’t get a loan to farm unless you can show the banker what water you have. And they don’t have a lot of confidence in going to their bankers.\u003c/p>\n\u003cp>Fifteen years ago, people were astonished by it. Now they are learning how to cope with it to some extent. The district has purchased 100,000 acres of farmland and taken it out of irrigated agriculture. Our farmers have shifted their crops to higher value, permanent crops, so they can afford to buy water on the market when the projects can’t deliver water. 80% of the district is on drip irrigation today. We’ve seen our water rates go up tremendously -- our cheapest water is $100 an acre foot. Sometimes on the market, farmers are paying $400 an acre-foot.\u003c/p>\n\u003cp>\u003cstrong>Where do those fluctuations come from?\u003c/strong>\u003c/p>\n\u003caside class=\"pullquote alignleft\">\"We can look at the results of reallocating water supply over the last two decades, and here in the last few years, you know, the fish have not done any better. We’ve seen 40 million acre-feet reallocated from human use to environmental use, and we haven’t seen the kind of response any of us would like to see.\"\u003c/aside>\n\u003cp>Part of these 20 years of water supply uncertainty has been driven primarily by environmental laws and restrictions. The restrictions that emanate out of the Endangered Species Act in the form of the biological opinions issued by the federal agencies have been kind of an added wrinkle of complexity for us. We can look at the results of reallocating water supply over the last two decades, and here in the last few years, you know, the fish have not done any better. We’ve seen 40 million acre-feet reallocated from human use to environmental use, and we haven’t seen the kind of response any of us would like to see. It’s very frustrating.\u003c/p>\n\u003cp>\u003cstrong>Something Westlands has sued over--\u003c/strong>\u003c/p>\n\u003cp>Well, yes, there’s been a lot of litigation and I’m sure there will be going forth because the stakes are so high. We’re quite happy to use the third branch of government to help to decide some of these huge differences we have with the administration. You know, we lose more than we win. But you know, it helps, even losing creates some certainty that, in the big picture, is of great value to us.\u003c/p>\n\u003cp>\u003cstrong>Now, there’s a new planning effort underway to create more certainty, right?\u003c/strong>\u003c/p>\n\u003cp>All the stakeholders kind of came together and said you know, what we’re living, this status quo is unacceptable for all of our interests. So we’ve got to try and find a new approach, a new way to address and resolve the conflicts between water project operations and our fisheries and our ecosystem. And that’s what gave rise to the \u003ca href=\"http://baydeltaconservationplan.com/BDCPPlanningProcess/AboutTheBDCP.aspx\">Bay Delta Conservation Planning\u003c/a> effort.\u003c/p>\n\u003cp>\u003cstrong>That plan, the Bay Delta Conservation Plan, calls for a large tunnel or canal to take water around the Delta, instead of through it.\u003c/strong>\u003c/p>\n\u003cp>It’s been recognized for decades that the location of the export pumps in the southern end of the Delta is a real problem for water quality issues, for vulnerability to earthquakes, for fish on some levels. So, we’re kind of trying to figure out how can we relocate those intakes up to the Sacramento River? We would be able to positively screen for fish, because we’d have a river flowing by. So there’s the alternative conveyance, probably cost $12 billion. And we think, you know, it is expensive. But it’s not because we have such a huge population base to spread our costs over. There’s a huge part of the economy of California that is at-risk today. And we shouldn’t accept that. We shouldn’t live with it.\u003c/p>\n\u003cp>\u003cstrong>The plan also calls for a lot of habitat restoration. Who should pay for that?\u003c/strong>\u003c/p>\n\u003cp>Our current planning target for recreation of intertidal habitat is about 60,000 acres. It’s to be determined how that’s going to be paid for. But in our minds, most of that is a public investment. That land was at one time fully in contact with water. With the \u003ca href=\"http://www.blm.gov/cadastral/Manual/73man/id286_m.htm\">Swamp and Overflow Act\u003c/a> in the mid-1800s, islands were created, levees were built, and that water-land contact was lost. We can’t go back and find the people that built the levees in the 1800s, but we can recognize that there’s a broad public value for increasing intertidal habitat and trying to recreate some of the food conditions. Creating better habitat creates more food for the lower-end of the food chain, which then hopefully will work its way up to help the native fish.\u003c/p>\n\u003cp>\u003cstrong>Fish recovery is good for everybody, right?\u003c/strong>\u003c/p>\n\u003cp>The Delta is not dying - it’s a healthy and vibrant place. But there are those that think that the system is over-subscribed. We hear, “we don’t have enough water in California; we’ve got too many people, too many demands.” Some years, that’s the case. But there are also a lot of years when we have absolutely plenty of water in the system to meet the reasonable needs that are out there.\u003c/p>\n\u003cp>\u003cstrong>Plenty of water to meet the needs of both water users and the species?\u003c/strong>\u003c/p>\n\u003cp>All the beneficial uses. The average through the years is at about 80% of the water that flows into the Delta goes out to the ocean. And after a new conveyance is built, we’ll still be at about 80%. If somebody could tell me specifically where additional water is needed, when it’s needed and what good it’s going to do, we could have a conversation. As it is, it’s kind of a bumper sticker kind of a debate.\u003c/p>\n\u003cp>\u003cstrong>Right, fish vs. farms.\u003c/strong>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Farmers and fishermen have a heck of a lot more in common than they have dividing them. One of the saddest things for me right now is that we can’t work together more constructively: they want healthy fishery to sustain their fishing, and we want a healthy fishery to sustain our ability to export water. And we have an identity of interest. It’s just how we come at the problem.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp> \u003c/p>\n\u003cp>\u003cem>Water from the Delta has been fought over for more than a half century. Reporter Lauren Sommer sat down with \u003cstrong>Jason Peltier\u003c/strong>, the Deputy General Manager of \u003ca href=\"http://www.westlandswater.org/wwd\">Westlands Water District\u003c/a> to discuss the future of the Delta and California’s water supply. The Westlands Water District is a 600,000 acre agricultural district on the west side of the San Joaquin valley. It’s part of the 3 million acres of farmland that’s served by water that’s moved from the Delta. \u003c/em>\u003c/p>\n\u003cp>\u003cem>For another viewpoint, check out this \u003ca href=\"http://ww2.kqed.org/quest/2012/05/04/q-a-with-barry-nelson-nrdc/\">Q&A with Barry Nelson\u003c/a> of the Natural Resources Defense Council\u003c/em> or see the rest of our \u003ca href=\"http://ww2.kqed.org/quest/series/californias-deadlocked-delta/\">series coverage\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_37003\" class=\"wp-caption alignleft\" style=\"max-width: 160px\">\u003cimg class=\"size-full wp-image-37003\" title=\"Jason-Head-shot160\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/05/Jason-Head-shot160.jpg\" alt=\"Jason Peltier, Deputy General Manager of Westlands Water District\" width=\"160\" height=\"160\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160.jpg 160w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Jason-Head-shot160-75x75.jpg 75w\" sizes=\"(max-width: 160px) 100vw, 160px\">\u003cfigcaption class=\"wp-caption-text\">Jason Peltier, Deputy General Manager of Westlands Water District\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Where does the water for Westlands agriculture come from?\u003c/strong>\u003c/p>\n\u003cp>Through our history, California has accomplished great engineering feats with a system of dams and reservoirs. Those dams, like \u003ca href=\"http://www.usbr.gov/mp/ncao/shasta/\">Shasta\u003c/a> and \u003ca href=\"http://www.parks.ca.gov/?page_id=882\">Folsom\u003c/a>, allow us to store water and move it through time. In other words, from wet season to dry season. And the aqueducts allow us to move the water from place to place.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>How has the allocation of water changed over the years?\u003c/strong>\u003c/p>\n\u003cp>Over the last 20 years, our farmers have seen dramatic swings in their water supply, mostly on the downside. We’ve experienced 40%, 60%, up to 90% reductions in deliveries out of the Delta. In some cases there were dry years, but mostly it’s driven by environmental laws, the \u003ca href=\"http://www.epa.gov/lawsregs/laws/esa.html\">Endangered Species Act\u003c/a> and the \u003ca href=\"http://www.fws.gov/sacramento/Fisheries/CAMP-Program/CVPIA/fisheries_camp-program_cvpia.htm\">Central Valley Project Improvement Act\u003c/a>. They’ve had a rough couple of decades dealing with uncertainty, unpredictability. You can’t get a loan to farm unless you can show the banker what water you have. And they don’t have a lot of confidence in going to their bankers.\u003c/p>\n\u003cp>Fifteen years ago, people were astonished by it. Now they are learning how to cope with it to some extent. The district has purchased 100,000 acres of farmland and taken it out of irrigated agriculture. Our farmers have shifted their crops to higher value, permanent crops, so they can afford to buy water on the market when the projects can’t deliver water. 80% of the district is on drip irrigation today. We’ve seen our water rates go up tremendously -- our cheapest water is $100 an acre foot. Sometimes on the market, farmers are paying $400 an acre-foot.\u003c/p>\n\u003cp>\u003cstrong>Where do those fluctuations come from?\u003c/strong>\u003c/p>\n\u003caside class=\"pullquote alignleft\">\"We can look at the results of reallocating water supply over the last two decades, and here in the last few years, you know, the fish have not done any better. We’ve seen 40 million acre-feet reallocated from human use to environmental use, and we haven’t seen the kind of response any of us would like to see.\"\u003c/aside>\n\u003cp>Part of these 20 years of water supply uncertainty has been driven primarily by environmental laws and restrictions. The restrictions that emanate out of the Endangered Species Act in the form of the biological opinions issued by the federal agencies have been kind of an added wrinkle of complexity for us. We can look at the results of reallocating water supply over the last two decades, and here in the last few years, you know, the fish have not done any better. We’ve seen 40 million acre-feet reallocated from human use to environmental use, and we haven’t seen the kind of response any of us would like to see. It’s very frustrating.\u003c/p>\n\u003cp>\u003cstrong>Something Westlands has sued over--\u003c/strong>\u003c/p>\n\u003cp>Well, yes, there’s been a lot of litigation and I’m sure there will be going forth because the stakes are so high. We’re quite happy to use the third branch of government to help to decide some of these huge differences we have with the administration. You know, we lose more than we win. But you know, it helps, even losing creates some certainty that, in the big picture, is of great value to us.\u003c/p>\n\u003cp>\u003cstrong>Now, there’s a new planning effort underway to create more certainty, right?\u003c/strong>\u003c/p>\n\u003cp>All the stakeholders kind of came together and said you know, what we’re living, this status quo is unacceptable for all of our interests. So we’ve got to try and find a new approach, a new way to address and resolve the conflicts between water project operations and our fisheries and our ecosystem. 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There’s a huge part of the economy of California that is at-risk today. And we shouldn’t accept that. We shouldn’t live with it.\u003c/p>\n\u003cp>\u003cstrong>The plan also calls for a lot of habitat restoration. Who should pay for that?\u003c/strong>\u003c/p>\n\u003cp>Our current planning target for recreation of intertidal habitat is about 60,000 acres. It’s to be determined how that’s going to be paid for. But in our minds, most of that is a public investment. That land was at one time fully in contact with water. With the \u003ca href=\"http://www.blm.gov/cadastral/Manual/73man/id286_m.htm\">Swamp and Overflow Act\u003c/a> in the mid-1800s, islands were created, levees were built, and that water-land contact was lost. We can’t go back and find the people that built the levees in the 1800s, but we can recognize that there’s a broad public value for increasing intertidal habitat and trying to recreate some of the food conditions. 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"disqusTitle": "\"Whiskey’s for Drinking, Water’s for Fighting About\"",
"title": "\"Whiskey’s for Drinking, Water’s for Fighting About\"",
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"content": "\u003cp>“Whiskey’s for drinking, water’s for fighting about,” the quote famously attributed to Mark Twain, aptly characterizes the tumultuous history of the Sacramento-San Joaquin Delta. Little understood, but hotly contested, the roughly 1,000-square mile inland estuary on the western edge of the Central Valley has vexed California’s for more than 150 years; first as a barrier to settlement and later as a serious plumbing problem. The Delta was formed roughly 18,000 years ago, when melting glaciers carved out the San Francisco Bay and northern rivers dragged debris and sediment from the Sierra toward the ocean. About half of California’s watersheds flow into it – mainly through the Sacramento and San Joaquin Rivers.\u003c/p>\n\u003cp>When Spanish explorers first viewed the Delta from the top of Mt. Diablo in the late 1700’s, they thought they had discovered an inland sea. A vast low-lying, partly submerged marshland of wetland plants (tules) and winding tidal channels, the Delta teemed with birds and game animals, including elk, antelope, and grizzly bears. It’s only human inhabitants – small settlements of Miwok Indians – fished and hunted there during the drier months.\u003c/p>\n\u003cp>Today the Delta, dotted with levees and constructed islands, bears little resemblance to its native state; much has been reclaimed for agricultural use. But it wasn’t until the mid-Nineteenth Century, just over 150 years ago, that its momentous physical transformation began. It’s been a Herculean effort to meet the steep demands of California’s increasingly crowded and insatiably thirsty population, nearly two-thirds of who rely on the Delta as a primary water source. A stark symbol of our quest to bend nature to our will, the Delta also remains the epicenter of an epic drama of seemingly insurmountable political battles and power struggles, pitting north against south; farmer against environmentalist.\u003c/p>\n\u003cp>So how did it get like this?\u003c/p>\n\u003cp>Take a quick paddle through the key events in the slideshow above.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>“Whiskey’s for drinking, water’s for fighting about,” the quote famously attributed to Mark Twain, aptly characterizes the tumultuous history of the Sacramento-San Joaquin Delta. Little understood, but hotly contested, the roughly 1,000-square mile inland estuary on the western edge of the Central Valley has vexed California’s for more than 150 years; first as a barrier to settlement and later as a serious plumbing problem. The Delta was formed roughly 18,000 years ago, when melting glaciers carved out the San Francisco Bay and northern rivers dragged debris and sediment from the Sierra toward the ocean. About half of California’s watersheds flow into it – mainly through the Sacramento and San Joaquin Rivers.\u003c/p>\n\u003cp>When Spanish explorers first viewed the Delta from the top of Mt. Diablo in the late 1700’s, they thought they had discovered an inland sea. A vast low-lying, partly submerged marshland of wetland plants (tules) and winding tidal channels, the Delta teemed with birds and game animals, including elk, antelope, and grizzly bears. It’s only human inhabitants – small settlements of Miwok Indians – fished and hunted there during the drier months.\u003c/p>\n\u003cp>Today the Delta, dotted with levees and constructed islands, bears little resemblance to its native state; much has been reclaimed for agricultural use. But it wasn’t until the mid-Nineteenth Century, just over 150 years ago, that its momentous physical transformation began. It’s been a Herculean effort to meet the steep demands of California’s increasingly crowded and insatiably thirsty population, nearly two-thirds of who rely on the Delta as a primary water source. A stark symbol of our quest to bend nature to our will, the Delta also remains the epicenter of an epic drama of seemingly insurmountable political battles and power struggles, pitting north against south; farmer against environmentalist.\u003c/p>\n\u003cp>So how did it get like this?\u003c/p>\n\u003cp>Take a quick paddle through the key events in the slideshow above.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"disqusTitle": "Different Deltas: Q&A with Barry Nelson of the Natural Resources Defense Council",
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"headTitle": "California’s Deadlocked Delta | QUEST | KQED Science",
"content": "\u003cp> \u003c/p>\n\u003cp>\u003cem>Water from the Delta has been fought over for more than a half century. Reporter Lauren Sommer sat down with \u003cstrong>Barry Nelson\u003c/strong>, the Senior Policy Analyst for the \u003ca href=\"http://www.nrdc.org/\">Natural Resources Defense Council\u003c/a> to discuss the future of the Delta and California’s water supply. \u003c/em>\u003c/p>\n\u003cp>\u003cem>For another viewpoint, check out this \u003ca href=\"http://ww2.kqed.org/quest/2012/05/04/q-a-with-jason-peltier-of-wwd/\">Q&A with Jason Peltier\u003c/a> of the Westlands Water District\u003c/em> or see the rest of our \u003ca href=\"http://ww2.kqed.org/quest/series/californias-deadlocked-delta/\">series coverage\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_37011\" class=\"wp-caption alignleft\" style=\"max-width: 160px\">\u003cimg class=\"size-full wp-image-37011\" title=\"Barry-Head-shot160\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/05/Barry-Head-shot1601.jpg\" alt=\"Barry Nelson, Senior Policy Analyst with the Natural Resources Defense Council.\" width=\"160\" height=\"160\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601.jpg 160w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-75x75.jpg 75w\" sizes=\"(max-width: 160px) 100vw, 160px\">\u003cfigcaption class=\"wp-caption-text\">Barry Nelson, Senior Policy Analyst with the Natural Resources Defense Council.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>When were the first signs that the Delta ecosystem was in trouble?\u003c/strong>\u003c/p>\n\u003cp>Since the 1960s, we’ve seen a steadily growing trend of diversions from the Delta. If you look at long-term averages, you filter out the impacts of droughts and wet years, we’ve taken more and more and more water from the Delta pretty steadily for the last 50 years, and that really hit a crisis point in the ‘90s. That’s the point at which we started seeing the winter-run salmon and the \u003ca href=\"http://www.biologicaldiversity.org/species/fish/Delta_smelt/index.html\">Delta smelt\u003c/a> being protected under the state and federal \u003ca href=\"http://www.epa.gov/lawsregs/laws/esa.html\">Endangered Species Act\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>And ten years ago, things really changed dramatically. Starting in 2000, suddenly we started taking a lot more water out of the Delta for a lot of reasons. It was an enormous increase, about a 20% increase on average. And the ecosystem crashed. It was called the “\u003ca href=\"http://www.science.calwater.ca.gov/pod/pod_index.html\">pelagic organism decline\u003c/a>.” But what it meant was pretty simple: that everything swimming in the Delta was in deep trouble.\u003c/p>\n\u003cp>So now we’ve got half a dozen species in deep trouble in the estuary and a fishing industry that’s honestly fighting for survival.\u003c/p>\n\u003cp>\u003cstrong>What caused their decline?\u003c/strong>\u003c/p>\n\u003cp>A lot of work has been done looking at this catastrophic, across-the-board, collapse of the Bay Delta ecosystem. And the bottom line was recognition that, while there are lots of stressors, there are pollution problems in the ecosystem. We do have invasive species like clams that have come from overseas. But the core problem is the amount of water we pump out of that system.\u003c/p>\n\u003cp>There was a huge fight in the courts over this issue. And ultimately, the courts and then the agencies imposed a new set of rules that really have returned us to the level of pumping we saw for about 30 years prior to the 2000’s.\u003c/p>\n\u003cp>\u003cstrong>And what were those rules on pumping?\u003c/strong>\u003c/p>\n\u003caside class=\"pullquote alignleft\">Starting in 2000, suddenly we started taking a lot more water out of the Delta for a lot of reasons. It was an enormous increase, about a 20% increase on average. And the ecosystem crashed.\u003c/aside>\n\u003cp>The Delta’s a complicated ecosystem. As water flows through it, it flows through it in a complicated pattern. Fish have evolved to survive with that pattern; water coming through at certain times of year, and flowing through those Delta channels into the Bay.\u003c/p>\n\u003cp>Basically, the federal rules control two things: the amount of water that flows all the way through the ecosystem into the Bay in order to maintain a healthy ecosystem and the extent to which some of the channels within the Delta flow backwards.\u003c/p>\n\u003cp>The pumps in the south Delta are so powerful that they literally reverse the direction of flow in these Delta channels. And if you’re a young migrating salmon swimming downstream towards the ocean as Mother Nature programmed you, when the Delta channels are flowing the wrong direction, it’s very easy for those fish to follow that water and get sucked right into the pumps. And that’s why those pumps have killed in the last decade or so not a million fish, not tens of millions of fish, but over a hundred million young fish killed just at the pumps.\u003c/p>\n\u003cp>\u003cstrong>So if you could design your ideal plan for the Delta, what would that look like? \u003c/strong>\u003c/p>\n\u003cp>First, we know we need to see some real habitat restoration in the Delta. We’ve converted almost every scrap of habitat in the Delta to farmland, and in order to restore a healthy Delta, we need to return some of that to habitat. And actually I think that’s something where there’s a fair amount of agreement. How you do that is not trivial, but I think there’s a fair amount of agreement around that. And given the challenge of maintaining all of the existing levees in perpetuity, the question is: are we going to do it in a planned and thoughtful way?\u003c/p>\n\u003cp>Second, we really don’t have a choice but to maintain a lot of our Delta levees for a couple of decades. It’s going to take a long time to make major changes in the Delta. And there is so much infrastructure, the Delta communities, Delta farming, and water supply that depend on Delta levees today.\u003c/p>\n\u003cp>Third, from our perspective, the challenge we face in terms of exporting water from the Delta is first figuring out how much water we can safely pump from the Delta. And then designing a facility around that.\u003c/p>\n\u003cp>\u003cstrong>You’re talking about the “peripheral canal,” right? A canal or tunnel that would take water around the Delta?\u003c/strong>\u003c/p>\n\u003cp>Well, there are two conflicting visions for a facility in the Delta. One is the old plan. Fifty years ago, the state of California was planning to build a peripheral canal around the Delta, an enormous facility that would allow those pumps in the south Delta to take water from the north Delta and pump it around the Delta rather than through Delta channels. And that was really a simple proposal to simply take more water from the ecosystem. We know now that that, the amount of water that that would have taken would have been devastating to the ecosystem.\u003c/p>\n\u003cp>That’s the old version of the canal. But there’s a new version out there. And that is a proposal to deal with earthquake risks in the Delta. It’s to deal with the fact that there really are earthquake risks in the Delta that represent significant threats to water supply. And a facility could provide a lifeline in case the Delta was to temporarily fail. What we’re struggling with right now is that we have competing interests in California advancing two different visions for what the problem is in the Delta.\u003c/p>\n\u003cp>\u003cstrong>With such a long history of disagreement, what are the chances of agreeing on a plan? \u003c/strong>\u003c/p>\n\u003cp>There’s a reason that the discussion on the Delta is so politically heated that people don’t usually talk about. And that is California is out of rivers. If you look around the state of California at the \u003ca href=\"http://en.wikipedia.org/wiki/Colorado_River\">Colorado River\u003c/a> and the \u003ca href=\"http://en.wikipedia.org/wiki/Klamath_River\">Klamath River\u003c/a> and the \u003ca href=\"http://en.wikipedia.org/wiki/Trinity_River_%28California%29\">Trinity River\u003c/a>, the \u003ca href=\"http://en.wikipedia.org/wiki/Owens_River\">Owens River\u003c/a>, the \u003ca href=\"http://ww2.kqed.org/quest/video/restoration-of-the-san-joaquin-river/\">San Joaquin\u003c/a>, on and on, we’ve really started to hit real hard physical limits in the amount of water we can take out of all of those rivers.\u003c/p>\n\u003cp>Ten years ago we weren’t paying enough attention to sea level rise impacts. We weren’t really thinking about earthquake risks in, in the Delta. So there really is a sense that we need to figure this problem out this time.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>That’s what makes the Delta debate so compelling. The Delta is an incredibly important ecosystem. It’s an incredibly important place for a quarter million people who live there. And it’s a tremendously important water supply for the state of California. There are a lot of reasons why our planning efforts today could fail, but it’s so important to the future of the state. It’s so important to the health of the Bay and the Bay Area, it’s so important to the future of the salmon industry, to the residents of the Delta. We can’t let that effort fail.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp> \u003c/p>\n\u003cp>\u003cem>Water from the Delta has been fought over for more than a half century. Reporter Lauren Sommer sat down with \u003cstrong>Barry Nelson\u003c/strong>, the Senior Policy Analyst for the \u003ca href=\"http://www.nrdc.org/\">Natural Resources Defense Council\u003c/a> to discuss the future of the Delta and California’s water supply. \u003c/em>\u003c/p>\n\u003cp>\u003cem>For another viewpoint, check out this \u003ca href=\"http://ww2.kqed.org/quest/2012/05/04/q-a-with-jason-peltier-of-wwd/\">Q&A with Jason Peltier\u003c/a> of the Westlands Water District\u003c/em> or see the rest of our \u003ca href=\"http://ww2.kqed.org/quest/series/californias-deadlocked-delta/\">series coverage\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_37011\" class=\"wp-caption alignleft\" style=\"max-width: 160px\">\u003cimg class=\"size-full wp-image-37011\" title=\"Barry-Head-shot160\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/05/Barry-Head-shot1601.jpg\" alt=\"Barry Nelson, Senior Policy Analyst with the Natural Resources Defense Council.\" width=\"160\" height=\"160\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601.jpg 160w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-32x32.jpg 32w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-64x64.jpg 64w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-96x96.jpg 96w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-128x128.jpg 128w, https://ww2.kqed.org/app/uploads/sites/39/2012/05/Barry-Head-shot1601-75x75.jpg 75w\" sizes=\"(max-width: 160px) 100vw, 160px\">\u003cfigcaption class=\"wp-caption-text\">Barry Nelson, Senior Policy Analyst with the Natural Resources Defense Council.\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>When were the first signs that the Delta ecosystem was in trouble?\u003c/strong>\u003c/p>\n\u003cp>Since the 1960s, we’ve seen a steadily growing trend of diversions from the Delta. If you look at long-term averages, you filter out the impacts of droughts and wet years, we’ve taken more and more and more water from the Delta pretty steadily for the last 50 years, and that really hit a crisis point in the ‘90s. That’s the point at which we started seeing the winter-run salmon and the \u003ca href=\"http://www.biologicaldiversity.org/species/fish/Delta_smelt/index.html\">Delta smelt\u003c/a> being protected under the state and federal \u003ca href=\"http://www.epa.gov/lawsregs/laws/esa.html\">Endangered Species Act\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And ten years ago, things really changed dramatically. Starting in 2000, suddenly we started taking a lot more water out of the Delta for a lot of reasons. It was an enormous increase, about a 20% increase on average. And the ecosystem crashed. It was called the “\u003ca href=\"http://www.science.calwater.ca.gov/pod/pod_index.html\">pelagic organism decline\u003c/a>.” But what it meant was pretty simple: that everything swimming in the Delta was in deep trouble.\u003c/p>\n\u003cp>So now we’ve got half a dozen species in deep trouble in the estuary and a fishing industry that’s honestly fighting for survival.\u003c/p>\n\u003cp>\u003cstrong>What caused their decline?\u003c/strong>\u003c/p>\n\u003cp>A lot of work has been done looking at this catastrophic, across-the-board, collapse of the Bay Delta ecosystem. And the bottom line was recognition that, while there are lots of stressors, there are pollution problems in the ecosystem. We do have invasive species like clams that have come from overseas. But the core problem is the amount of water we pump out of that system.\u003c/p>\n\u003cp>There was a huge fight in the courts over this issue. And ultimately, the courts and then the agencies imposed a new set of rules that really have returned us to the level of pumping we saw for about 30 years prior to the 2000’s.\u003c/p>\n\u003cp>\u003cstrong>And what were those rules on pumping?\u003c/strong>\u003c/p>\n\u003caside class=\"pullquote alignleft\">Starting in 2000, suddenly we started taking a lot more water out of the Delta for a lot of reasons. It was an enormous increase, about a 20% increase on average. And the ecosystem crashed.\u003c/aside>\n\u003cp>The Delta’s a complicated ecosystem. As water flows through it, it flows through it in a complicated pattern. Fish have evolved to survive with that pattern; water coming through at certain times of year, and flowing through those Delta channels into the Bay.\u003c/p>\n\u003cp>Basically, the federal rules control two things: the amount of water that flows all the way through the ecosystem into the Bay in order to maintain a healthy ecosystem and the extent to which some of the channels within the Delta flow backwards.\u003c/p>\n\u003cp>The pumps in the south Delta are so powerful that they literally reverse the direction of flow in these Delta channels. And if you’re a young migrating salmon swimming downstream towards the ocean as Mother Nature programmed you, when the Delta channels are flowing the wrong direction, it’s very easy for those fish to follow that water and get sucked right into the pumps. And that’s why those pumps have killed in the last decade or so not a million fish, not tens of millions of fish, but over a hundred million young fish killed just at the pumps.\u003c/p>\n\u003cp>\u003cstrong>So if you could design your ideal plan for the Delta, what would that look like? \u003c/strong>\u003c/p>\n\u003cp>First, we know we need to see some real habitat restoration in the Delta. We’ve converted almost every scrap of habitat in the Delta to farmland, and in order to restore a healthy Delta, we need to return some of that to habitat. And actually I think that’s something where there’s a fair amount of agreement. How you do that is not trivial, but I think there’s a fair amount of agreement around that. And given the challenge of maintaining all of the existing levees in perpetuity, the question is: are we going to do it in a planned and thoughtful way?\u003c/p>\n\u003cp>Second, we really don’t have a choice but to maintain a lot of our Delta levees for a couple of decades. It’s going to take a long time to make major changes in the Delta. And there is so much infrastructure, the Delta communities, Delta farming, and water supply that depend on Delta levees today.\u003c/p>\n\u003cp>Third, from our perspective, the challenge we face in terms of exporting water from the Delta is first figuring out how much water we can safely pump from the Delta. And then designing a facility around that.\u003c/p>\n\u003cp>\u003cstrong>You’re talking about the “peripheral canal,” right? A canal or tunnel that would take water around the Delta?\u003c/strong>\u003c/p>\n\u003cp>Well, there are two conflicting visions for a facility in the Delta. One is the old plan. Fifty years ago, the state of California was planning to build a peripheral canal around the Delta, an enormous facility that would allow those pumps in the south Delta to take water from the north Delta and pump it around the Delta rather than through Delta channels. And that was really a simple proposal to simply take more water from the ecosystem. We know now that that, the amount of water that that would have taken would have been devastating to the ecosystem.\u003c/p>\n\u003cp>That’s the old version of the canal. But there’s a new version out there. And that is a proposal to deal with earthquake risks in the Delta. It’s to deal with the fact that there really are earthquake risks in the Delta that represent significant threats to water supply. And a facility could provide a lifeline in case the Delta was to temporarily fail. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That’s what makes the Delta debate so compelling. The Delta is an incredibly important ecosystem. It’s an incredibly important place for a quarter million people who live there. And it’s a tremendously important water supply for the state of California. There are a lot of reasons why our planning efforts today could fail, but it’s so important to the future of the state. It’s so important to the health of the Bay and the Bay Area, it’s so important to the future of the salmon industry, to the residents of the Delta. We can’t let that effort fail.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_36528\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/05/02/the-dogs-nose-knows-sensor-mimics-canine-sniffing-cells-for-smells/dog-nose-resize/\" rel=\"attachment wp-att-36528\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/dog-nose-resize-300x169.jpg\" alt=\"dog nose macro\" title=\"dog nose resize\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-36528\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Image credit: Flickr/{link url=” http://www.flickr.com/photos/62468090@N00/140846900 “}great_sea{/link}\u003c/figcaption>\u003c/figure>\n\u003cp>Dogs’ amazing sense of smell can help police officers find lost people, illegal drugs or smuggled food. Scientists use trained sniffer dogs to \u003ca href=\"http://www.reuters.com/article/2012/04/30/us-usa-pythons-dogs-idUSBRE83T19J20120430\">track pythons in the Everglades\u003c/a> or \u003ca href=\"http://www.npr.org/2012/01/07/144752385/dog-trained-as-ultimate-whale-pooper-snooper\">find whales\u003c/a> by smelling their floating poop. And some dogs can \u003ca href=\"http://www.npr.org/2011/02/04/133498144/can-dogs-smell-cancer\">smell cancer\u003c/a> too.\u003c/p>\n\u003cp>Scientists are working to build devices that can detect odors as sensitively as a dog’s nose. Now researchers in South Korea have built a sensor that works like a dog’s nose, without using canine sniffing cells. The new device combines a simplified version of the cells in dog’s nose with tiny transistors similar to those in our computers. It senses hexanal, a chemical commonly released by rotting food.\u003c/p>\n\u003cp>When a dog takes a whiff of something (possibly stinky to us!), chemical vapors bind to matching proteins on the surface of different cells in its nose. Binding of the aroma molecule sends a cascade of charged ions coursing through the cell. Those ions create an electric field that travels through the cell. This chemical and electrical wave travels along connected cells and neurons until it reaches the dog’s brain as a nerve impulse, signaling that the animal encountered that particular smell.\u003c/p>\n\u003cp>Tai Hyun Park and \u003ca href=\"http://hnd.snu.ac.kr/hong.htm\">Seunghun Hong\u003c/a>, of \u003ca href=\"http://www.useoul.edu/\">Seoul National University\u003c/a>, with their colleagues, recreated a simplified version of the detecting cells in a dog’s nose using tiny bubbles made from cell membrane. The scientists engineered human kidney cells to produce the canine receptor protein for hexanal, a chemical released by rotting food. \u003c/p>\n\u003cp>These cells naturally contain a handful of accessory proteins that generate the ion cascade once the smell molecule binds to its receptor. The researchers shook the engineered cells and tiny bits of membrane pinched off into tiny bubbles that contained the dog receptor protein and the accessory proteins (see left side of the picture below).\u003c/p>\n\u003cfigure id=\"attachment_36529\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/05/02/the-dogs-nose-knows-sensor-mimics-canine-sniffing-cells-for-smells/figure-1b_600dpi/\" rel=\"attachment wp-att-36529\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/figure-1b_600dpi-640x295.jpg\" alt=\"\" title=\"figure-1b_600dpi\" width=\"640\" height=\"295\" class=\"size-large wp-image-36529\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Diagram of new sensor. On right: The bubble contains dog smell receptor protein (labeled olfactory) and accessory proteins that allow calcium ions to flow inside when the receptor protein binds hexanal. The bubble sits atop a web of carbon nanotubes. Left: Calcium ions flow into the bubble when the receptor protein binds the target, hexanal. Image credit: Seunghun Hong, Seoul National University in Korea\u003c/figcaption>\u003c/figure>\n\u003cp>Then the scientists placed these bubbles atop a web of conducting carbon nanotubes, hollow cylinders made from carbon sheets. When the receptor protein in the bubble captures hexanal, the other proteins begin the chemical cascade that ends with calcium ions flowing into the bubble (right side of the picture above). \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The new sensor does not detect the electric field created by those ions, as a dog’s brain eventually would. It measures how that electric field influences current flowing through a nanotube transistor.\u003c/p>\n\u003cp>In the transistor, carbon nanotubes stretch between two electrodes and current flows freely through the nanotubes. The positive electric field created by the ions inside the bubble repels the positive charges zipping through the carbon nanotubes. Without free flowing positive charges, the nanotube cannot easily conduct electric current. So when hexanal binds to the bubble, calcium ions rush inside and the sensor reports a decreased electric current (\u003cem>Analyst\u003c/em>, DOI: \u003ca href=\"http://dx.doi.org/10.1039/c2an16274a\">10.1039/c2an16274a\u003c/a>). The more hexanal, the lower the reported current.\u003c/p>\n\u003cp>The sensor could detect the 6-carbon hexanal chain even when it was mixed with similar chemicals 5-, 7- and 8-carbons long. It even signaled when covered with diluted spoiled milk.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Hong says that these sensors could be used to evaluate the quality of wine, coffee and perfume by standardizing and quantifying their smells. Dogs have \u003ca href=\"%E2%80%9D\"> 220 million different smell receptors\u003c/a> (pdf). But there’s no need to make one sensor for each smell receptor in a dog’s nose, Hong says. Perhaps scientists would need 10 to 20 different sensors that correspond to the characteristic odors of the wine or coffee, he says. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_36528\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/05/02/the-dogs-nose-knows-sensor-mimics-canine-sniffing-cells-for-smells/dog-nose-resize/\" rel=\"attachment wp-att-36528\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/dog-nose-resize-300x169.jpg\" alt=\"dog nose macro\" title=\"dog nose resize\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-36528\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Image credit: Flickr/{link url=” http://www.flickr.com/photos/62468090@N00/140846900 “}great_sea{/link}\u003c/figcaption>\u003c/figure>\n\u003cp>Dogs’ amazing sense of smell can help police officers find lost people, illegal drugs or smuggled food. Scientists use trained sniffer dogs to \u003ca href=\"http://www.reuters.com/article/2012/04/30/us-usa-pythons-dogs-idUSBRE83T19J20120430\">track pythons in the Everglades\u003c/a> or \u003ca href=\"http://www.npr.org/2012/01/07/144752385/dog-trained-as-ultimate-whale-pooper-snooper\">find whales\u003c/a> by smelling their floating poop. And some dogs can \u003ca href=\"http://www.npr.org/2011/02/04/133498144/can-dogs-smell-cancer\">smell cancer\u003c/a> too.\u003c/p>\n\u003cp>Scientists are working to build devices that can detect odors as sensitively as a dog’s nose. Now researchers in South Korea have built a sensor that works like a dog’s nose, without using canine sniffing cells. The new device combines a simplified version of the cells in dog’s nose with tiny transistors similar to those in our computers. It senses hexanal, a chemical commonly released by rotting food.\u003c/p>\n\u003cp>When a dog takes a whiff of something (possibly stinky to us!), chemical vapors bind to matching proteins on the surface of different cells in its nose. Binding of the aroma molecule sends a cascade of charged ions coursing through the cell. Those ions create an electric field that travels through the cell. This chemical and electrical wave travels along connected cells and neurons until it reaches the dog’s brain as a nerve impulse, signaling that the animal encountered that particular smell.\u003c/p>\n\u003cp>Tai Hyun Park and \u003ca href=\"http://hnd.snu.ac.kr/hong.htm\">Seunghun Hong\u003c/a>, of \u003ca href=\"http://www.useoul.edu/\">Seoul National University\u003c/a>, with their colleagues, recreated a simplified version of the detecting cells in a dog’s nose using tiny bubbles made from cell membrane. The scientists engineered human kidney cells to produce the canine receptor protein for hexanal, a chemical released by rotting food. \u003c/p>\n\u003cp>These cells naturally contain a handful of accessory proteins that generate the ion cascade once the smell molecule binds to its receptor. The researchers shook the engineered cells and tiny bits of membrane pinched off into tiny bubbles that contained the dog receptor protein and the accessory proteins (see left side of the picture below).\u003c/p>\n\u003cfigure id=\"attachment_36529\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/05/02/the-dogs-nose-knows-sensor-mimics-canine-sniffing-cells-for-smells/figure-1b_600dpi/\" rel=\"attachment wp-att-36529\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/figure-1b_600dpi-640x295.jpg\" alt=\"\" title=\"figure-1b_600dpi\" width=\"640\" height=\"295\" class=\"size-large wp-image-36529\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Diagram of new sensor. On right: The bubble contains dog smell receptor protein (labeled olfactory) and accessory proteins that allow calcium ions to flow inside when the receptor protein binds hexanal. The bubble sits atop a web of carbon nanotubes. Left: Calcium ions flow into the bubble when the receptor protein binds the target, hexanal. Image credit: Seunghun Hong, Seoul National University in Korea\u003c/figcaption>\u003c/figure>\n\u003cp>Then the scientists placed these bubbles atop a web of conducting carbon nanotubes, hollow cylinders made from carbon sheets. When the receptor protein in the bubble captures hexanal, the other proteins begin the chemical cascade that ends with calcium ions flowing into the bubble (right side of the picture above). \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2012/04/2012-04-30-quest.mp3\u003c/p>\n\u003cfigure id=\"attachment_36181\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-36181\" title=\"GGB 1937 sailboat roadway hanging best\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/GGB-1937-sailboat-roadway-hanging-best.jpg\" alt=\"\" width=\"640\" height=\"511\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/GGB-1937-sailboat-roadway-hanging-best.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/GGB-1937-sailboat-roadway-hanging-best-400x319.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">It was on November 18, 1936, that the two sections of the main span were joined in the middle. From the holdings of the Golden Gate Bridge, Highway and Transportation District, Used with Permission, www.goldengate.org\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_36186\" class=\"wp-caption alignleft\" style=\"max-width: 173px\">\u003cimg class=\"size-medium wp-image-36186\" title=\"LARC ggb Fred Brusati\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/LARC-ggb-Fred-Brusati-173x253.jpg\" alt=\"\" width=\"173\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Fred Brusati. Photograph courtesy of Labor Archives and Research Center, SFSU.\u003c/figcaption>\u003c/figure>\n\u003cp>When it opened in 1937, the Golden Gate Bridge was the longest suspension bridge ever built, constructed in one of the world’s most challenging settings. For the men who poured the concrete, and drove in each steel rivet, it was a life changing experience.\u003c/p>\n\u003cp>In many ways, Fred Brusati was typical of the kinds of men who worked building the Bridge. His parents had emigrated from Milano, Italy to Montana, where Fred’s father worked as a copper miner. After Fred was born in 1911, his parents moved to San Rafael.\u003c/p>\n\u003cp>Fred spent a year in high school, then went looking for work.\u003c/p>\n\u003cp>“One day I heard they were going to start the Golden Gate Bridge,” he told interviewer Harvey Schwartz in 1987, as part of an oral history project conducted by Labor Archives and Research Center at San Francisco State University.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“And I says well, I’ll try it. I never been up 746 feet but I’ll try it anyhow.”\u003c/p>\n\u003cp>\u003cstrong>Tough work, in tough times\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_36187\" class=\"wp-caption alignright\" style=\"max-width: 345px\">\u003cimg class=\"size-medium wp-image-36187\" title=\"LARC golden gate II\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/LARC-golden-gate-II-345x253.jpg\" alt=\"\" width=\"345\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Photograph courtesy of Labor Archives and Research Center, SFSU.\u003c/figcaption>\u003c/figure>\n\u003cp>It was the middle of the Clutch Plague. Mary Currie, a spokeswoman for the Golden Gate Bridge District, says getting a job on the Golden Gate Bridge was like winning the lottery.\u003c/p>\n\u003cp>“The men would line up and wait for a chance to get a job, literally hoping someone would hurt themselves so they’d be the one to get the job.”\u003c/p>\n\u003cp>Slim Lambert, a cowboy from Washington state, was hired as a roustabout. He helped build a temporary railway to carry equipment across the bridge span, making about 10 dollars a day.\u003c/p>\n\u003cp>“Things were a lot different in those days,” he told Schwartz.\u003c/p>\n\u003cp>“You hardly ever slowed down to a trot. If you went to the restroom and stayed more than 30 seconds, the boss would come see what was wrong with you. Lots of men were fired right on the spot, if the boss thought they were malingering a little bit. There was men waiting right there for a job.”\u003c/p>\n\u003cp>\u003cstrong>Construction challenges\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_36179\" class=\"wp-caption alignleft\" style=\"max-width: 339px\">\u003cimg class=\"size-medium wp-image-36179\" title=\"Dec 21 1933 Marin Tower\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/Dec-21-1933-Marin-Tower-339x253.jpg\" alt=\"\" width=\"339\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">The Marin tower of the Golden Gate Bridge under construction in 1933. From the holdings of the Golden Gate Bridge, Highway and Transportation District, Used with Permission, www.goldengate.org\u003c/figcaption>\u003c/figure>\n\u003cp>Construction of the Golden Gate Bridge marked the first time anyone had built a suspension bridge support with a tower in the open ocean. The conditions, above and below the water, were harsh.\u003c/p>\n\u003cp>Divers faced powerful currents as they helped anchor the massive concrete bridge support onto the ocean floor.\u003c/p>\n\u003cp>And up on the towers, workers stuffed newspapers in their jackets to keep warm.\u003c/p>\n\u003cp>Martin Adams, born in Arkansas in 1912, called the bridge “the coldest place I’ve ever worked.”\u003c/p>\n\u003cp>“You put all the clothes on you had and worked, worked hard, or you’d freeze.”\u003c/p>\n\u003cp>Cold was the least of their concerns. Bridge spokeswoman Mary Currie says workers on the bridge didn’t just fear death. They expected it.\u003c/p>\n\u003cfigure id=\"attachment_36183\" class=\"wp-caption alignright\" style=\"max-width: 277px\">\u003cimg class=\"size-large wp-image-36183\" title=\"ggb workers cable\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/ggb-workers-cable-277x360.jpg\" alt=\"\" width=\"277\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">Workers on the main cable of the Golden Gate Bridge. From the holdings of the Golden Gate Bridge, Highway and Transportation District, Used with Permission, www.goldengate.org\u003c/figcaption>\u003c/figure>\n\u003cp>“At the time, the industry standard was that for every million dollars spent, there would be a loss of life,” says Currie.\u003c/p>\n\u003cp>The bridge was estimated to cost $35 million. But structural engineer Joseph Strauss, who headed the project, was determined to keep workers safe. Hard hats were required. And Strauss insisted on one feature that Mary Currie says was at the time completely novel: A safety net.\u003c/p>\n\u003cp>“It was a $130,000 expense at the time, which was considered an exorbitant expense. But he really fought for it and was able to get the board of directors to permit it.”\u003c/p>\n\u003cp>Over four years of construction, the safety net saved the lives of 19 men. They called themselves the “Halfway to Hell Club.”\u003c/p>\n\u003cp>For nearly four years, the Golden Gate Bridge project seemed charmed with an almost perfect safety record. And then, one day, everything changed.\u003c/p>\n\u003cfigure id=\"attachment_36180\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-36180\" title=\"GGB 1936 safety nets\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/GGB-1936-safety-nets.jpg\" alt=\"\" width=\"640\" height=\"422\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/GGB-1936-safety-nets.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/GGB-1936-safety-nets-400x264.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">For the roadway construction, Strauss insisted on the addition of the $130,000 safety net. From the holdings of the Golden Gate Bridge, Highway and Transportation District, Used with Permission, www.goldengate.org\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>The collapse\u003c/strong>\u003c/p>\n\u003cp>The task that day, on February 17th, 1937 was to remove a wooden scaffold that had been built underneath the bridge platform. To reach it, workers had hung a temporary catwalk. Each time they stripped off a section of wood, workers would move the catwalk another few feet.\u003c/p>\n\u003cp>“And as they started to move it,” recalled Martin Adams, who was standing nearby, “that’s when it went down. 9:20 in the morning, it went down.”\u003c/p>\n\u003cp>The catwalk hadn’t been attached properly. It broke off and plunged into the ocean, dragging the safety net with it.\u003c/p>\n\u003cfigure id=\"attachment_36184\" class=\"wp-caption alignright\" style=\"max-width: 380px\">\u003cimg class=\"size-medium wp-image-36184\" title=\"LARC dummatzen family accident\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/LARC-dummatzen-family-accident-380x253.jpg\" alt=\"\" width=\"380\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Dummatzen's family after their son's death. Photograph courtesy of Labor Archives and Research Center, SFSU\u003c/figcaption>\u003c/figure>\n\u003cp>Fred Brusati was working nearby when he heard someone shout that the catwalk had fallen. He rushed over to the side and saw a man clinging to a piece of steel. Brusati and a few others threw the man a rope, and hauled him up to safety.\u003c/p>\n\u003cp>“The man had a pipe in his mouth,” recalled Brusati. “He didn’t drop the pipe or nothing. He just started to walk toward San Francisco and I never did see him back there again.”\u003c/p>\n\u003cp>The real tragedy was below. Twelve men had fallen 220 feet into the water. One of them was Slim Lambert.\u003c/p>\n\u003cp>“People ask me what went through your mind? The only thing that went through my mind was survival. I knew that to have a prayer, I had to hit the water feet first.”\u003c/p>\n\u003cp>But when Lambert hit the water, his legs tangled in the safety net.\u003c/p>\n\u003cp>“That’s the only time I panicked during that whole thing,” said Lambert. “I was caught in the net and the net was headed for the bottom.”\u003c/p>\n\u003cfigure id=\"attachment_36185\" class=\"wp-caption alignleft\" style=\"max-width: 251px\">\u003cimg class=\"size-large wp-image-36185\" title=\"LARC Dummatzen sitting on bridge\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/LARC-Dummatzen-sitting-on-bridge-251x360.jpg\" alt=\"\" width=\"251\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">Fred Dummatzen. Photograph courtesy of Labor Archives and Research Center, SFSU.\u003c/figcaption>\u003c/figure>\n\u003cp>Lambert plunged so deep that when he surfaced he was bleeding from his ears. Bridge debris was everywhere.\u003c/p>\n\u003cp>“I got a couple of planks together for my self first, and then I saw Fred thrashing about. So I got him.”\u003c/p>\n\u003cp>Fred Dummatzen was 24 years old. Lambert pulled him up onto the planks and waited.\u003c/p>\n\u003cp>“I heard this power boat coming in. Put put put.”\u003c/p>\n\u003cp>It was a crab fisherman, coming in from sea. Lambert says there was so much junk in the water, he worried the driver would pass right by.\u003c/p>\n\u003cp>“He took another look around and his eye hit me. What I relief. I figured, by gosh, we’re gonna make it.”\u003c/p>\n\u003cp>Dummatzen died on the crab boat. But Lambert and another man, 51-year old carpenter named Oscar Osberg, survived the fall. Today, there’s a plaque on the south western side of the bridge at the entrance to the west sidewalk dedicated to the ten men who died that day.\u003c/p>\n\u003cp>Mary Currie says the workers she’s talked to don’t really remember the cold, or the danger. They felt lucky to be there.\u003c/p>\n\u003cp>At a time when the rest of the country was struggling to get by, six Bay Area counties agreed to spend what seemed like a fortune on a suspension bridge longer than any the world had ever seen.\u003c/p>\n\u003cp>“It was the people who had to rise up and see this as a symbol of hope, imagination, stick-to-itiveness,” says Currie. “They saw this bridge as something that would change their lives.”\u003c/p>\n\u003cp>And that, she says, was a pretty gutsy thing to have done.\u003c/p>\n\u003cp>\u003ca href=\"http://goldengatebridge.org/\">The Golden Gate Bridge turns 80 on May 27th. \u003c/a>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>http://www.youtube.com/watch?v=4PldV0CXdBE\u003c/p>\n\n",
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"excerpt": "This year marks the 80th anniversary of an icon. When it opened in 1937, the Golden Gate Bridge was the longest suspension bridge ever built, constructed in one of the world’s most challenging settings. For the men who poured the concrete, and drove in each iron rivet, it was a life-changing experience. ",
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"title": "Life on The Gate: Working on the Golden Gate Bridge 1933-37 | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2012/04/2012-04-30-quest.mp3\u003c/p>\n\u003cfigure id=\"attachment_36181\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-36181\" title=\"GGB 1937 sailboat roadway hanging best\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/GGB-1937-sailboat-roadway-hanging-best.jpg\" alt=\"\" width=\"640\" height=\"511\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/GGB-1937-sailboat-roadway-hanging-best.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/GGB-1937-sailboat-roadway-hanging-best-400x319.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">It was on November 18, 1936, that the two sections of the main span were joined in the middle. From the holdings of the Golden Gate Bridge, Highway and Transportation District, Used with Permission, www.goldengate.org\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_36186\" class=\"wp-caption alignleft\" style=\"max-width: 173px\">\u003cimg class=\"size-medium wp-image-36186\" title=\"LARC ggb Fred Brusati\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/LARC-ggb-Fred-Brusati-173x253.jpg\" alt=\"\" width=\"173\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Fred Brusati. Photograph courtesy of Labor Archives and Research Center, SFSU.\u003c/figcaption>\u003c/figure>\n\u003cp>When it opened in 1937, the Golden Gate Bridge was the longest suspension bridge ever built, constructed in one of the world’s most challenging settings. For the men who poured the concrete, and drove in each steel rivet, it was a life changing experience.\u003c/p>\n\u003cp>In many ways, Fred Brusati was typical of the kinds of men who worked building the Bridge. His parents had emigrated from Milano, Italy to Montana, where Fred’s father worked as a copper miner. After Fred was born in 1911, his parents moved to San Rafael.\u003c/p>\n\u003cp>Fred spent a year in high school, then went looking for work.\u003c/p>\n\u003cp>“One day I heard they were going to start the Golden Gate Bridge,” he told interviewer Harvey Schwartz in 1987, as part of an oral history project conducted by Labor Archives and Research Center at San Francisco State University.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“And I says well, I’ll try it. I never been up 746 feet but I’ll try it anyhow.”\u003c/p>\n\u003cp>\u003cstrong>Tough work, in tough times\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_36187\" class=\"wp-caption alignright\" style=\"max-width: 345px\">\u003cimg class=\"size-medium wp-image-36187\" title=\"LARC golden gate II\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/LARC-golden-gate-II-345x253.jpg\" alt=\"\" width=\"345\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Photograph courtesy of Labor Archives and Research Center, SFSU.\u003c/figcaption>\u003c/figure>\n\u003cp>It was the middle of the Clutch Plague. Mary Currie, a spokeswoman for the Golden Gate Bridge District, says getting a job on the Golden Gate Bridge was like winning the lottery.\u003c/p>\n\u003cp>“The men would line up and wait for a chance to get a job, literally hoping someone would hurt themselves so they’d be the one to get the job.”\u003c/p>\n\u003cp>Slim Lambert, a cowboy from Washington state, was hired as a roustabout. He helped build a temporary railway to carry equipment across the bridge span, making about 10 dollars a day.\u003c/p>\n\u003cp>“Things were a lot different in those days,” he told Schwartz.\u003c/p>\n\u003cp>“You hardly ever slowed down to a trot. If you went to the restroom and stayed more than 30 seconds, the boss would come see what was wrong with you. Lots of men were fired right on the spot, if the boss thought they were malingering a little bit. There was men waiting right there for a job.”\u003c/p>\n\u003cp>\u003cstrong>Construction challenges\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_36179\" class=\"wp-caption alignleft\" style=\"max-width: 339px\">\u003cimg class=\"size-medium wp-image-36179\" title=\"Dec 21 1933 Marin Tower\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/Dec-21-1933-Marin-Tower-339x253.jpg\" alt=\"\" width=\"339\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">The Marin tower of the Golden Gate Bridge under construction in 1933. From the holdings of the Golden Gate Bridge, Highway and Transportation District, Used with Permission, www.goldengate.org\u003c/figcaption>\u003c/figure>\n\u003cp>Construction of the Golden Gate Bridge marked the first time anyone had built a suspension bridge support with a tower in the open ocean. The conditions, above and below the water, were harsh.\u003c/p>\n\u003cp>Divers faced powerful currents as they helped anchor the massive concrete bridge support onto the ocean floor.\u003c/p>\n\u003cp>And up on the towers, workers stuffed newspapers in their jackets to keep warm.\u003c/p>\n\u003cp>Martin Adams, born in Arkansas in 1912, called the bridge “the coldest place I’ve ever worked.”\u003c/p>\n\u003cp>“You put all the clothes on you had and worked, worked hard, or you’d freeze.”\u003c/p>\n\u003cp>Cold was the least of their concerns. Bridge spokeswoman Mary Currie says workers on the bridge didn’t just fear death. They expected it.\u003c/p>\n\u003cfigure id=\"attachment_36183\" class=\"wp-caption alignright\" style=\"max-width: 277px\">\u003cimg class=\"size-large wp-image-36183\" title=\"ggb workers cable\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/ggb-workers-cable-277x360.jpg\" alt=\"\" width=\"277\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">Workers on the main cable of the Golden Gate Bridge. From the holdings of the Golden Gate Bridge, Highway and Transportation District, Used with Permission, www.goldengate.org\u003c/figcaption>\u003c/figure>\n\u003cp>“At the time, the industry standard was that for every million dollars spent, there would be a loss of life,” says Currie.\u003c/p>\n\u003cp>The bridge was estimated to cost $35 million. But structural engineer Joseph Strauss, who headed the project, was determined to keep workers safe. Hard hats were required. And Strauss insisted on one feature that Mary Currie says was at the time completely novel: A safety net.\u003c/p>\n\u003cp>“It was a $130,000 expense at the time, which was considered an exorbitant expense. But he really fought for it and was able to get the board of directors to permit it.”\u003c/p>\n\u003cp>Over four years of construction, the safety net saved the lives of 19 men. They called themselves the “Halfway to Hell Club.”\u003c/p>\n\u003cp>For nearly four years, the Golden Gate Bridge project seemed charmed with an almost perfect safety record. And then, one day, everything changed.\u003c/p>\n\u003cfigure id=\"attachment_36180\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003cimg class=\"size-full wp-image-36180\" title=\"GGB 1936 safety nets\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/GGB-1936-safety-nets.jpg\" alt=\"\" width=\"640\" height=\"422\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/GGB-1936-safety-nets.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/GGB-1936-safety-nets-400x264.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003cfigcaption class=\"wp-caption-text\">For the roadway construction, Strauss insisted on the addition of the $130,000 safety net. From the holdings of the Golden Gate Bridge, Highway and Transportation District, Used with Permission, www.goldengate.org\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>The collapse\u003c/strong>\u003c/p>\n\u003cp>The task that day, on February 17th, 1937 was to remove a wooden scaffold that had been built underneath the bridge platform. To reach it, workers had hung a temporary catwalk. Each time they stripped off a section of wood, workers would move the catwalk another few feet.\u003c/p>\n\u003cp>“And as they started to move it,” recalled Martin Adams, who was standing nearby, “that’s when it went down. 9:20 in the morning, it went down.”\u003c/p>\n\u003cp>The catwalk hadn’t been attached properly. It broke off and plunged into the ocean, dragging the safety net with it.\u003c/p>\n\u003cfigure id=\"attachment_36184\" class=\"wp-caption alignright\" style=\"max-width: 380px\">\u003cimg class=\"size-medium wp-image-36184\" title=\"LARC dummatzen family accident\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/LARC-dummatzen-family-accident-380x253.jpg\" alt=\"\" width=\"380\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Dummatzen's family after their son's death. Photograph courtesy of Labor Archives and Research Center, SFSU\u003c/figcaption>\u003c/figure>\n\u003cp>Fred Brusati was working nearby when he heard someone shout that the catwalk had fallen. He rushed over to the side and saw a man clinging to a piece of steel. Brusati and a few others threw the man a rope, and hauled him up to safety.\u003c/p>\n\u003cp>“The man had a pipe in his mouth,” recalled Brusati. “He didn’t drop the pipe or nothing. He just started to walk toward San Francisco and I never did see him back there again.”\u003c/p>\n\u003cp>The real tragedy was below. Twelve men had fallen 220 feet into the water. One of them was Slim Lambert.\u003c/p>\n\u003cp>“People ask me what went through your mind? The only thing that went through my mind was survival. I knew that to have a prayer, I had to hit the water feet first.”\u003c/p>\n\u003cp>But when Lambert hit the water, his legs tangled in the safety net.\u003c/p>\n\u003cp>“That’s the only time I panicked during that whole thing,” said Lambert. “I was caught in the net and the net was headed for the bottom.”\u003c/p>\n\u003cfigure id=\"attachment_36185\" class=\"wp-caption alignleft\" style=\"max-width: 251px\">\u003cimg class=\"size-large wp-image-36185\" title=\"LARC Dummatzen sitting on bridge\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/LARC-Dummatzen-sitting-on-bridge-251x360.jpg\" alt=\"\" width=\"251\" height=\"360\">\u003cfigcaption class=\"wp-caption-text\">Fred Dummatzen. Photograph courtesy of Labor Archives and Research Center, SFSU.\u003c/figcaption>\u003c/figure>\n\u003cp>Lambert plunged so deep that when he surfaced he was bleeding from his ears. Bridge debris was everywhere.\u003c/p>\n\u003cp>“I got a couple of planks together for my self first, and then I saw Fred thrashing about. So I got him.”\u003c/p>\n\u003cp>Fred Dummatzen was 24 years old. Lambert pulled him up onto the planks and waited.\u003c/p>\n\u003cp>“I heard this power boat coming in. Put put put.”\u003c/p>\n\u003cp>It was a crab fisherman, coming in from sea. Lambert says there was so much junk in the water, he worried the driver would pass right by.\u003c/p>\n\u003cp>“He took another look around and his eye hit me. What I relief. I figured, by gosh, we’re gonna make it.”\u003c/p>\n\u003cp>Dummatzen died on the crab boat. But Lambert and another man, 51-year old carpenter named Oscar Osberg, survived the fall. Today, there’s a plaque on the south western side of the bridge at the entrance to the west sidewalk dedicated to the ten men who died that day.\u003c/p>\n\u003cp>Mary Currie says the workers she’s talked to don’t really remember the cold, or the danger. They felt lucky to be there.\u003c/p>\n\u003cp>At a time when the rest of the country was struggling to get by, six Bay Area counties agreed to spend what seemed like a fortune on a suspension bridge longer than any the world had ever seen.\u003c/p>\n\u003cp>“It was the people who had to rise up and see this as a symbol of hope, imagination, stick-to-itiveness,” says Currie. “They saw this bridge as something that would change their lives.”\u003c/p>\n\u003cp>And that, she says, was a pretty gutsy thing to have done.\u003c/p>\n\u003cp>\u003ca href=\"http://goldengatebridge.org/\">The Golden Gate Bridge turns 80 on May 27th. \u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_35924\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/24/plug-in-version-of-prius-quietly-rolls-out-on-california-roads/plug-in-prius-640x-3/\" rel=\"attachment wp-att-35924\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/plug-in-prius-640x2.jpg\" alt=\"2012 Toyota Prius Plug-in Hybrid\" title=\"plug-in-prius-640x\" width=\"640\" height=\"397\" class=\"size-full wp-image-35924\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/plug-in-prius-640x2.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/plug-in-prius-640x2-400x248.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">2012 Toyota Prius Plug-in Hybrid. (Photo: Toyota)\u003c/figcaption>\u003c/figure>\n\u003cp>When Nissan delivered the world’s first \u003ca href=\"http://www.nissanusa.com/leaf-electric-car/index#/leaf-electric-car/index\" target=\"_blank\">Nissan Leaf\u003c/a> all-electric car to its inaugural customer in San Francisco in December 2010, the company staged a media event with great fanfare in front of City Hall. By contrast, the \u003ca href=\"http://www.toyota.com/prius-plug-in/\" target=\"_blank\">Toyota Prius Plug-in Hybrid's\u003c/a> first set of real-world customers—who snagged keys in the past few weeks—drove off dealership lots without cameras flashing or much media exposure of any kind.\u003c/p>\n\u003cp>That’s because Toyota and its customers see the plug-in version of the Prius as an extension of well-established hybrid vehicle technology, rather than the dawn of a new automotive future. “Over the years, we heard that there were certain things certain market groups wanted from the Prius, and we weren’t offering them,” said Erica Gartsbeyn, Toyota’s Prius Product marketing manager. “I want a bigger one. I want a smaller one. I want one that’s more fun to drive. I want one that plugs in.”\u003c/p>\n\u003cp>Gartsbeyn views the Prius Plug-in Hybrid, one of four vehicles in the Prius family, as catering to that hybrid owner who wants to drive using a bit more electricity and a little bit less gasoline. That plug-in customer is eager to try new technology, but is unwilling to make a shift to a pure electric car limited to about 100 miles of driving on a single charge. Pure electric cars can require trip planning and installation of home charging equipment.\u003c/p>\n\u003cp>The first retail customers received plug-in Priuses during the week of February 24, many of them having pre-ordered their cars in 2011. Toyota tallied 891 sales of the Prius Plug-in Hybrid in March. Gartsbeyn said the company is on track to sell approximately 15,000 units in 2012. Although consistently popular in the Bay Area, national Prius sales have been flat or down in the past four years. With the introduction of multiple versions of the Prius, sales are expected to significantly grow in 2012. \u003c/p>\n\u003cp>\u003cstrong>A Natural Progression\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_35919\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/24/plug-in-version-of-prius-quietly-rolls-out-on-california-roads/prius-plug-in-plug-300-2/\" rel=\"attachment wp-att-35919\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/prius-plug-in-plug-3001.jpg\" alt=\"2012 Toyota Prius Plug-in Hybrid plugged in\" title=\"prius-plug-in-plug-300\" width=\"300\" height=\"207\" class=\"size-full wp-image-35919\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jean Elbaz gets a full charge of his Toyota Prius Plug-in Hybrid in three hours, using a standard 120v plug. Charging time is cut in half using a 220v plug. (Photo: Toyota)\u003c/figcaption>\u003c/figure>\n\u003cp>Comfort and familiarity were at the heart of the purchase decision for Jean Albaz, an art salesman with an 18-mile one-way daily commute from San Rafael to San Francisco. “I love Toyota Prius. I didn’t even think about another car,” said Albaz.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Having driven a Prius since 2005, the plug-in version—although a few thousand dollars more than a conventional Prius—was a no-brainer. (The new plug-in Prius starts at $32,000.) “Another reason I got it is so I can drive as a single guy in the carpool lane. You get the HOV sticker,” said Albaz. “I come home during commute hours, so I use it.” As of June 30, 2011, solo drivers of conventional hybrids were \u003ca href=\"http://articles.latimes.com/2011/jul/02/local/la-me-07-02-carpool-lanes-20110702\" target=\"_blank\">no longer granted access\u003c/a> to the HOV lanes—but the plug-in Prius qualifies for the carpool lane.\u003c/p>\n\u003cp>Albaz charges the Prius Plug-in Hybrid, which he purchased last month, using a standard 120v plug at home and at work. As a result, he drives anywhere from 11 to 15 miles of his commute running on electricity instead of gasoline. Almost as an afterthought, Albaz added, “It goes 97 miles a gallon.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_35924\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/24/plug-in-version-of-prius-quietly-rolls-out-on-california-roads/plug-in-prius-640x-3/\" rel=\"attachment wp-att-35924\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/plug-in-prius-640x2.jpg\" alt=\"2012 Toyota Prius Plug-in Hybrid\" title=\"plug-in-prius-640x\" width=\"640\" height=\"397\" class=\"size-full wp-image-35924\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/plug-in-prius-640x2.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/plug-in-prius-640x2-400x248.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">2012 Toyota Prius Plug-in Hybrid. (Photo: Toyota)\u003c/figcaption>\u003c/figure>\n\u003cp>When Nissan delivered the world’s first \u003ca href=\"http://www.nissanusa.com/leaf-electric-car/index#/leaf-electric-car/index\" target=\"_blank\">Nissan Leaf\u003c/a> all-electric car to its inaugural customer in San Francisco in December 2010, the company staged a media event with great fanfare in front of City Hall. By contrast, the \u003ca href=\"http://www.toyota.com/prius-plug-in/\" target=\"_blank\">Toyota Prius Plug-in Hybrid's\u003c/a> first set of real-world customers—who snagged keys in the past few weeks—drove off dealership lots without cameras flashing or much media exposure of any kind.\u003c/p>\n\u003cp>That’s because Toyota and its customers see the plug-in version of the Prius as an extension of well-established hybrid vehicle technology, rather than the dawn of a new automotive future. “Over the years, we heard that there were certain things certain market groups wanted from the Prius, and we weren’t offering them,” said Erica Gartsbeyn, Toyota’s Prius Product marketing manager. “I want a bigger one. I want a smaller one. I want one that’s more fun to drive. I want one that plugs in.”\u003c/p>\n\u003cp>Gartsbeyn views the Prius Plug-in Hybrid, one of four vehicles in the Prius family, as catering to that hybrid owner who wants to drive using a bit more electricity and a little bit less gasoline. That plug-in customer is eager to try new technology, but is unwilling to make a shift to a pure electric car limited to about 100 miles of driving on a single charge. Pure electric cars can require trip planning and installation of home charging equipment.\u003c/p>\n\u003cp>The first retail customers received plug-in Priuses during the week of February 24, many of them having pre-ordered their cars in 2011. Toyota tallied 891 sales of the Prius Plug-in Hybrid in March. Gartsbeyn said the company is on track to sell approximately 15,000 units in 2012. Although consistently popular in the Bay Area, national Prius sales have been flat or down in the past four years. With the introduction of multiple versions of the Prius, sales are expected to significantly grow in 2012. \u003c/p>\n\u003cp>\u003cstrong>A Natural Progression\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_35919\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/24/plug-in-version-of-prius-quietly-rolls-out-on-california-roads/prius-plug-in-plug-300-2/\" rel=\"attachment wp-att-35919\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/prius-plug-in-plug-3001.jpg\" alt=\"2012 Toyota Prius Plug-in Hybrid plugged in\" title=\"prius-plug-in-plug-300\" width=\"300\" height=\"207\" class=\"size-full wp-image-35919\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jean Elbaz gets a full charge of his Toyota Prius Plug-in Hybrid in three hours, using a standard 120v plug. Charging time is cut in half using a 220v plug. (Photo: Toyota)\u003c/figcaption>\u003c/figure>\n\u003cp>Comfort and familiarity were at the heart of the purchase decision for Jean Albaz, an art salesman with an 18-mile one-way daily commute from San Rafael to San Francisco. “I love Toyota Prius. I didn’t even think about another car,” said Albaz.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Having driven a Prius since 2005, the plug-in version—although a few thousand dollars more than a conventional Prius—was a no-brainer. (The new plug-in Prius starts at $32,000.) “Another reason I got it is so I can drive as a single guy in the carpool lane. You get the HOV sticker,” said Albaz. “I come home during commute hours, so I use it.” As of June 30, 2011, solo drivers of conventional hybrids were \u003ca href=\"http://articles.latimes.com/2011/jul/02/local/la-me-07-02-carpool-lanes-20110702\" target=\"_blank\">no longer granted access\u003c/a> to the HOV lanes—but the plug-in Prius qualifies for the carpool lane.\u003c/p>\n\u003cp>Albaz charges the Prius Plug-in Hybrid, which he purchased last month, using a standard 120v plug at home and at work. As a result, he drives anywhere from 11 to 15 miles of his commute running on electricity instead of gasoline. Almost as an afterthought, Albaz added, “It goes 97 miles a gallon.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Metal Materials, Cold Could Have Contributed to the Titanic’s Demise",
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"content": "\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/2012/04/18/metal-materials-cold-could-have-contributed-to-the-titanic%e2%80%99s-demise/titanic-resize/\" rel=\"attachment wp-att-35434\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/titanic-resize.jpg\" alt=\"Titanic\" title=\"titanic resize\" width=\"300\" height=\"169\" class=\"size-full wp-image-35434\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/titanic-resize.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/titanic-resize-400x225.jpg 400w\" sizes=\"(max-width: 300px) 100vw, 300px\">\u003c/a>\u003c/p>\n\u003cp>This past Sunday marked 100 years since the Titanic sank in the icy waters of the northern Atlantic Ocean. Yet after all this time, questions still remain about what really caused the ship to go down. \u003c/p>\n\u003cp>Often an \u003ca href=\"http://blogs.scientificamerican.com/history-of-geology/2012/04/14/the-science-behind-the-iceberg-that-sank-titanic/\">errant iceberg\u003c/a> gets all the blame. Others chalk up the disaster to human error. And a new book posits that odd weather conditions caused a \u003ca href=\"http://www.washingtonpost.com/politics/mirages-tides-may-have-triggered-titanic-hitting-iceberg-but-are-new-theories-just-excuses/2012/04/11/gIQAhhwpAT_story.html\"> hazy mirage that hid the iceberg from sight\u003c/a>.\u003c/p>\n\u003cp>In her most recent video, materials scientist \u003ca href=\"http://www.seas.yale.edu/faculty-detail.php?id=91\">Ainissa Ramirez\u003c/a>, at Yale University, looks at two theories of how metals used to build the ship could have contributed to the damage. \u003c/p>\n\u003cp>One theory is that the frigid water cooled the ship’s hull enough to change its mechanical properties from flexible to brittle. If so, the metal sheets would crack easily upon impact, instead of denting like a car that’s been in an accident. If the boat was in warmer waters when it hit the iceberg, perhaps the gash in the hull would have been smaller, Ramirez says.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In her video, Ramirez demonstrates how temperature can change flexible materials, like rubber, into brittle materials that shatter like glass. Rubber is a tangle of strands called polymers. Normally, individual polymer strings slide past each other like noodles in a bowl of spaghetti, she says. These strands stiffen as the rubber cools, making the material brittle and easily broken. \u003c/p>\n\u003cp>[youtube=http://www.youtube.com/watch?v=pmqKALQofNs]\u003c/p>\n\u003cp>At the end of the video, Ramirez mentions another theory for how materials contributed to the Titanic’s demise: the rivets that held the metal sheets together were inherently weak. The manufacturing process for these rivets introduced clusters of impurities into the iron. These clusters disrupt and weaken the neat network of atoms in a strong metal. Clumps can lead to cracks. And cracked rivets cause open joints.\u003c/p>\n\u003cp>Metal workers used to identify strong rivets by listening for a ting as they pounded the rivets into a joint. But workers building the Titanic could not hear this sound because they pounded in the rivets using noisy hydraulic hammers, Ramirez says. Perhaps if they built the boat by hand, workers could have heard that these rivets were not ideal, she says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you’re hooked on materials, learn about the tiles that keep the space shuttle cool as it enters our atmosphere, how materials can convert heat to electricity to power a cell phone and more from Dr. Ramirez’s videos at \u003ca href=\"http://www.materialmarvels.com/\">Material Marvels\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/2012/04/18/metal-materials-cold-could-have-contributed-to-the-titanic%e2%80%99s-demise/titanic-resize/\" rel=\"attachment wp-att-35434\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/titanic-resize.jpg\" alt=\"Titanic\" title=\"titanic resize\" width=\"300\" height=\"169\" class=\"size-full wp-image-35434\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/titanic-resize.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/titanic-resize-400x225.jpg 400w\" sizes=\"(max-width: 300px) 100vw, 300px\">\u003c/a>\u003c/p>\n\u003cp>This past Sunday marked 100 years since the Titanic sank in the icy waters of the northern Atlantic Ocean. Yet after all this time, questions still remain about what really caused the ship to go down. \u003c/p>\n\u003cp>Often an \u003ca href=\"http://blogs.scientificamerican.com/history-of-geology/2012/04/14/the-science-behind-the-iceberg-that-sank-titanic/\">errant iceberg\u003c/a> gets all the blame. Others chalk up the disaster to human error. And a new book posits that odd weather conditions caused a \u003ca href=\"http://www.washingtonpost.com/politics/mirages-tides-may-have-triggered-titanic-hitting-iceberg-but-are-new-theories-just-excuses/2012/04/11/gIQAhhwpAT_story.html\"> hazy mirage that hid the iceberg from sight\u003c/a>.\u003c/p>\n\u003cp>In her most recent video, materials scientist \u003ca href=\"http://www.seas.yale.edu/faculty-detail.php?id=91\">Ainissa Ramirez\u003c/a>, at Yale University, looks at two theories of how metals used to build the ship could have contributed to the damage. \u003c/p>\n\u003cp>One theory is that the frigid water cooled the ship’s hull enough to change its mechanical properties from flexible to brittle. If so, the metal sheets would crack easily upon impact, instead of denting like a car that’s been in an accident. If the boat was in warmer waters when it hit the iceberg, perhaps the gash in the hull would have been smaller, Ramirez says.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In her video, Ramirez demonstrates how temperature can change flexible materials, like rubber, into brittle materials that shatter like glass. Rubber is a tangle of strands called polymers. Normally, individual polymer strings slide past each other like noodles in a bowl of spaghetti, she says. These strands stiffen as the rubber cools, making the material brittle and easily broken. \u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/pmqKALQofNs'\n title='//www.youtube.com/embed/pmqKALQofNs'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\u003c/p>\n\u003cp>At the end of the video, Ramirez mentions another theory for how materials contributed to the Titanic’s demise: the rivets that held the metal sheets together were inherently weak. The manufacturing process for these rivets introduced clusters of impurities into the iron. These clusters disrupt and weaken the neat network of atoms in a strong metal. Clumps can lead to cracks. And cracked rivets cause open joints.\u003c/p>\n\u003cp>Metal workers used to identify strong rivets by listening for a ting as they pounded the rivets into a joint. But workers building the Titanic could not hear this sound because they pounded in the rivets using noisy hydraulic hammers, Ramirez says. Perhaps if they built the boat by hand, workers could have heard that these rivets were not ideal, she says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>If you’re hooked on materials, learn about the tiles that keep the space shuttle cool as it enters our atmosphere, how materials can convert heat to electricity to power a cell phone and more from Dr. Ramirez’s videos at \u003ca href=\"http://www.materialmarvels.com/\">Material Marvels\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Natural Gas Cars Remain Niche Choice for Bay Area Commuters",
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"content": "\u003cfigure id=\"attachment_34718\" class=\"wp-caption alignnone\" style=\"max-width: 649px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/civic-natgas-side-640b/\" rel=\"attachment wp-att-34718\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/civic-natgas-side-640b-450x253.jpg\" alt=\"2012 Honda Civic Natural Gas\" title=\"civic-natgas-side-640b\" width=\"640\" class=\"size-medium wp-image-34718\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">2012 Honda Civic Natural Gas. (Photo: Honda Motor Co.)\u003c/figcaption>\u003c/figure>\n\u003cp>Last July, the State of California told 85,000 hybrid car owners they could no longer \u003ca href=\"http://www.arb.ca.gov/msprog/carpool/carpool.htm\">drive solo in carpool lanes\u003c/a>. That perk was designed to spur sales of clean-burning cars. The end of the incentive for hybrids sent thousands of long-distance solo commuters looking for an even greener car that would be eligible to stay in the diamond lane. The 2012 Honda Civic Natural Gas is one option, the only new car in the U.S. market that runs on CNG. It's eligible for a white HOV (High-Occupancy Vehicle) lane decal—granted only to cars that run on compressed natural gas or purely on electricity. But adoption of CNG cars is only slightly increasing. \u003c/p>\n\u003cp>\u003cstrong>Benefits of CNG\u003c/strong>\u003c/p>\n\u003cp>Like an EV, \u003ca href=\"http://www.cngprices.com/\"> the cost of fueling a CNG car\u003c/a> is less than half that of a gas-powered vehicle. CNG-driving commuters also enjoy a 50 percent discount for tolls on Bay Area bridges during commute times. While most all-electric cars are limited to about 80 reliable miles of range, the Honda Civic Natural Gas goes about 220 miles on a full tank of pressurized gaseous fuel. \u003c/p>\n\u003cp>“Our sales of the Civic CNG have more than doubled so far this year,” said Chris Rigalia, sales manager at Berkeley Honda, but the dealership only sold about a dozen of the cars throughout 2011. Now, Rigalia can’t get enough of Civic Natural Gas cars to meet demand. Berkeley Honda has already sold about 20 units so far this year and predicts selling another 20 before the end of 2012. This mismatch of supply and demand means that Berkeley Honda is charging a $1,000 to $2,000 premium over the $26,125 suggested retail price.\u003c/p>\n\u003cfigure id=\"attachment_34723\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/civic-natgas-pump-300/\" rel=\"attachment wp-att-34723\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/civic-natgas-pump-300.jpg\" alt=\"Natural gas pump for a CNG vehicle\" title=\"civic-natgas-pump-300\" width=\"300\" height=\"200\" class=\"size-full wp-image-34723\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Photo: Honda Motor Co.)\u003c/figcaption>\u003c/figure>\n\u003cp>Honda Motor Co. is aware of increased interest. “We just closed our best first quarter ever for CNG sales, just shy of 450 units,” said Eric Rosenberg, who is responsible for Honda’s national marketing of the Civic Natural Gas. Yet, Rosenberg said the company needs a few more months of sales before deciding to expand production. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>So even though interest is expanding, the numbers remain extremely low and Honda is reluctant to ramp up volume. “I suspect Honda is unlikely to gamble with over production for a niche market,” said Dave Hurst, a transportation industry analyst at Pike Research.\u003c/p>\n\u003cp>\u003cstrong>The natural gas and fracking controversy \u003c/strong>\u003c/p>\n\u003cp>Maybe Honda is also hesitant to draw too much attention to the controversial issue of natural gas production via hydraulic fracturing. Fracking, as it is commonly known, is associated with a myriad of detrimental environmental impacts throughout the United States. Honda wouldn't take a position on fracking and referred me to the \u003ca href=\"http://www.aga.org/our-issues/natural-gas-vehicles/Pages/default.aspx\">Drive Natural Gas Initiative\u003c/a>, a project of the American Gas Association. Jake Rubin, AGA’s director of Public Relations, refused to say if eco-minded drivers should be dissuaded from buying a CNG car out of concerns about fracking. “We don’t have a position,” said Rubin.\u003c/p>\n\u003cfigure id=\"attachment_35014\" class=\"wp-caption alignright\" style=\"max-width: 333px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/cng-prices-640/\" rel=\"attachment wp-att-35014\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/cng-prices-640-333x253.jpg\" alt=\"Prices and locations for natural gas stations\" title=\"Prices and locations for natural gas stations\" width=\"333\" height=\"253\" class=\"size-medium wp-image-35014\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Prices and station locations for natural gas\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Obstacles to purchase\u003c/strong>\u003c/p>\n\u003cp>Despite the need for commuters to find economic ways to get back into the carpool lane, a number of factors are likely to limit the market for CNG cars, including: low inventory, lack of familiarity with the fuel, lack of filling stations (\u003ca href=\"http://www.afdc.energy.gov/afdc/locator/stations/\">there are fewer than a dozen in the Bay Area\u003c/a>) and questions about fracking. \u003c/p>\n\u003cp>Meanwhile, electric cars and plug-in hybrids, like the Chevy Volt and Toyota Prius Plug-in Hybrid, continue to generate a lot of buzz. These two cars have recently been granted green decals—which also give HOV access to solo drivers. Production and sales volume is solid and growing for these vehicles, which I suspect will become an increasingly common sight in the state’s carpool lanes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_34718\" class=\"wp-caption alignnone\" style=\"max-width: 649px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/civic-natgas-side-640b/\" rel=\"attachment wp-att-34718\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/civic-natgas-side-640b-450x253.jpg\" alt=\"2012 Honda Civic Natural Gas\" title=\"civic-natgas-side-640b\" width=\"640\" class=\"size-medium wp-image-34718\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">2012 Honda Civic Natural Gas. (Photo: Honda Motor Co.)\u003c/figcaption>\u003c/figure>\n\u003cp>Last July, the State of California told 85,000 hybrid car owners they could no longer \u003ca href=\"http://www.arb.ca.gov/msprog/carpool/carpool.htm\">drive solo in carpool lanes\u003c/a>. That perk was designed to spur sales of clean-burning cars. The end of the incentive for hybrids sent thousands of long-distance solo commuters looking for an even greener car that would be eligible to stay in the diamond lane. The 2012 Honda Civic Natural Gas is one option, the only new car in the U.S. market that runs on CNG. It's eligible for a white HOV (High-Occupancy Vehicle) lane decal—granted only to cars that run on compressed natural gas or purely on electricity. But adoption of CNG cars is only slightly increasing. \u003c/p>\n\u003cp>\u003cstrong>Benefits of CNG\u003c/strong>\u003c/p>\n\u003cp>Like an EV, \u003ca href=\"http://www.cngprices.com/\"> the cost of fueling a CNG car\u003c/a> is less than half that of a gas-powered vehicle. CNG-driving commuters also enjoy a 50 percent discount for tolls on Bay Area bridges during commute times. While most all-electric cars are limited to about 80 reliable miles of range, the Honda Civic Natural Gas goes about 220 miles on a full tank of pressurized gaseous fuel. \u003c/p>\n\u003cp>“Our sales of the Civic CNG have more than doubled so far this year,” said Chris Rigalia, sales manager at Berkeley Honda, but the dealership only sold about a dozen of the cars throughout 2011. Now, Rigalia can’t get enough of Civic Natural Gas cars to meet demand. Berkeley Honda has already sold about 20 units so far this year and predicts selling another 20 before the end of 2012. This mismatch of supply and demand means that Berkeley Honda is charging a $1,000 to $2,000 premium over the $26,125 suggested retail price.\u003c/p>\n\u003cfigure id=\"attachment_34723\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/civic-natgas-pump-300/\" rel=\"attachment wp-att-34723\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/civic-natgas-pump-300.jpg\" alt=\"Natural gas pump for a CNG vehicle\" title=\"civic-natgas-pump-300\" width=\"300\" height=\"200\" class=\"size-full wp-image-34723\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Photo: Honda Motor Co.)\u003c/figcaption>\u003c/figure>\n\u003cp>Honda Motor Co. is aware of increased interest. “We just closed our best first quarter ever for CNG sales, just shy of 450 units,” said Eric Rosenberg, who is responsible for Honda’s national marketing of the Civic Natural Gas. Yet, Rosenberg said the company needs a few more months of sales before deciding to expand production. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>So even though interest is expanding, the numbers remain extremely low and Honda is reluctant to ramp up volume. “I suspect Honda is unlikely to gamble with over production for a niche market,” said Dave Hurst, a transportation industry analyst at Pike Research.\u003c/p>\n\u003cp>\u003cstrong>The natural gas and fracking controversy \u003c/strong>\u003c/p>\n\u003cp>Maybe Honda is also hesitant to draw too much attention to the controversial issue of natural gas production via hydraulic fracturing. Fracking, as it is commonly known, is associated with a myriad of detrimental environmental impacts throughout the United States. Honda wouldn't take a position on fracking and referred me to the \u003ca href=\"http://www.aga.org/our-issues/natural-gas-vehicles/Pages/default.aspx\">Drive Natural Gas Initiative\u003c/a>, a project of the American Gas Association. Jake Rubin, AGA’s director of Public Relations, refused to say if eco-minded drivers should be dissuaded from buying a CNG car out of concerns about fracking. “We don’t have a position,” said Rubin.\u003c/p>\n\u003cfigure id=\"attachment_35014\" class=\"wp-caption alignright\" style=\"max-width: 333px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/cng-prices-640/\" rel=\"attachment wp-att-35014\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/cng-prices-640-333x253.jpg\" alt=\"Prices and locations for natural gas stations\" title=\"Prices and locations for natural gas stations\" width=\"333\" height=\"253\" class=\"size-medium wp-image-35014\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Prices and station locations for natural gas\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Obstacles to purchase\u003c/strong>\u003c/p>\n\u003cp>Despite the need for commuters to find economic ways to get back into the carpool lane, a number of factors are likely to limit the market for CNG cars, including: low inventory, lack of familiarity with the fuel, lack of filling stations (\u003ca href=\"http://www.afdc.energy.gov/afdc/locator/stations/\">there are fewer than a dozen in the Bay Area\u003c/a>) and questions about fracking. \u003c/p>\n\u003cp>Meanwhile, electric cars and plug-in hybrids, like the Chevy Volt and Toyota Prius Plug-in Hybrid, continue to generate a lot of buzz. These two cars have recently been granted green decals—which also give HOV access to solo drivers. Production and sales volume is solid and growing for these vehicles, which I suspect will become an increasingly common sight in the state’s carpool lanes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Coffee Flavor By the Numbers",
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"content": "\u003cp>It’s practically impossible to brew the same cup of coffee each day. New technology to analyze and automate coffee brewing helps anyone bring reproducibility to his or her morning coffee routine.\u003c/p>\n\u003cp>The perfect cup of coffee can be quantified in terms of its strength, also called total dissolved solids, and the percent of flavors extracted from the beans during brewing. Let’s get technical about the numbers.\u003c/p>\n\u003cp>Back in the 1960s, Ernest E. Lockhart, a researcher at the Massachusetts Institute of Technology, made pots of coffee with varying strengths and degrees of extraction. Then he asked people which brew they preferred. From that survey, and another follow-up by the Specialty Coffee Association of America, numerical standards emerged to describe the perfect cup of coffee: a brew with 1.15-1.35% dissolved solids and 18-22% of the possible flavors extracted.\u003c/p>\n\u003cp>You can measure these numbers for your coffee at home. A handheld device called a \u003ca href=\"http://store.vstapps.com/products/vst-coffee-espresso-refractometer\">refractometer\u003c/a> shines light through a droplet of coffee, measuring how much the light waves bend as they travel through the liquid. The amount of dissolved solids in the coffee – including sugars, acids, and flavors from the coffee as well as the minerals in the water -- affect how much the light bends, and thus the reading on the device.\u003c/p>\n\u003cfigure id=\"attachment_33368\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/04/coffee-flavor-by-the-numbers/refractometer/\" rel=\"attachment wp-att-33368\">\u003cimg class=\"size-thumbnail wp-image-33368\" title=\"refractometer\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/refractometer-379x253.jpg\" alt=\"coffee refractometer\" width=\"300\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Refractometers for measuring dissolved solids in coffee and espresso. Image credit: Flickr/ \u003ca href=\"http://www.flickr.com/photos/coffeegeek/4371881460/\" target=\"_blank\">Coffee Geek\u003c/a>\u003c/figcaption>\u003c/figure>\n\u003cp>Enter that percentage of dissolved solids from the refractometer, as well as the weight of water and beans you used, into an iPhone app called \u003ca href=\"http://vstapps.com/mojotogo/\">MoJoToGo\u003c/a> to calculate the extraction percent.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In an \u003ca href=\"http://gizmodo.com/5642561/seeking-mojo-chasing-the-perfect-cup-of-coffee-through-science\">article for Gizmodo\u003c/a>, Matt Buchanan describes his quest to brew a cup of coffee with the extraction percentage sweet spot of 19%:\u003c/p>\n\u003cp>\u003cem>\"I tear through a $16.50 one-pound bag of coffee in about three days, making coffee over and over again, seeking the mythical number 19. I use a version of the French Press technique from Everything But Espresso. Start the kettle. Weigh the beans. Grind the beans. Wait for the water to reach 206 degrees. Pour 400g of the heated water onto the grounds. Start the timer. Pat the coffee bloom. Dunk the coffee bloom. Wait 4-5 minutes. Plunge. Pour. Check result in MoJoToGo. Curse.\u003c/em>\u003c/p>\n\u003cp>The most frustrating part isn't the resulting Ahab-like hunt for the ever-elusive 19 percent. It's the revelation of how imprecise my methods are. The 18.3 percent cup that sends me into a delirious orbit before I even taste it is quickly followed by one that measures 16 percent (and tastes like it). I'm all over the map. It drives me insane. And to Amazon, to buy more precise equipment.\"\u003c/p>\n\u003cp>Brewing the perfect cup of coffee by hand is messy, imprecise and frustrating. And again technology comes to the rescue. The \u003ca href=\"http://www.bunnathome.com/products/trifecta\">Trifecta MB\u003c/a>, a new machine made by Bunn, brings reproducibility to coffee brewing, one cup at a time.\u003c/p>\n\u003cp>It’s the home version of a commercial machine with 10 programmable functions, including water temperature, brew time and the amount of stirring with air bubbles, to precisely control brew conditions to highlight the best flavors in the beans.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"560\" height=\"315\" src=\"https://www.youtube.com/embed/W088M9RVlkU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"http://portolacoffeelab.com/\">Portola Coffee Lab\u003c/a> in Costa Mesa, CA has several Trifectas in the shop. Owner Jeff Duggan writes on the \u003ca href=\"http://portolacoffeelab.wordpress.com\">shop blog\u003c/a> that he typically spends hours developing a unique brewing program for a new coffee.\u003c/p>\n\u003cp>\"This machine has become the clearest example of our brewing standards,\" he \u003ca href=\"http://portolacoffeelab.wordpress.com/2011/10/19/there-is-a-reason-for-everything-part-4/\">writes\u003c/a>. “It uses technology to put us more in touch with coffee rather than neuter it and make it into a new version of a vending machine.”\u003c/p>\n\u003cp>Armed with Portola’s program, a bag of their beans and your own Trifecta, you could brew coffee at home that tastes just like what they brew in the shop. Some roasters post \u003ca href=\"http://www.trifectaexperience.com/ShareRecipes.aspx\">their optimized programs\u003c/a> on Trifecta's website so anyone can brew a tasty batch of their coffee.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Technology advances the artistry of coffee, for what really matters is \u003cem>taste\u003c/em>. Gadgets, apps and machines help coffee connoisseurs find conditions that brew the best coffee according to their tastebuds, whatever that extraction percentage or brew time may be.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s practically impossible to brew the same cup of coffee each day. New technology to analyze and automate coffee brewing helps anyone bring reproducibility to his or her morning coffee routine.\u003c/p>\n\u003cp>The perfect cup of coffee can be quantified in terms of its strength, also called total dissolved solids, and the percent of flavors extracted from the beans during brewing. Let’s get technical about the numbers.\u003c/p>\n\u003cp>Back in the 1960s, Ernest E. Lockhart, a researcher at the Massachusetts Institute of Technology, made pots of coffee with varying strengths and degrees of extraction. Then he asked people which brew they preferred. From that survey, and another follow-up by the Specialty Coffee Association of America, numerical standards emerged to describe the perfect cup of coffee: a brew with 1.15-1.35% dissolved solids and 18-22% of the possible flavors extracted.\u003c/p>\n\u003cp>You can measure these numbers for your coffee at home. A handheld device called a \u003ca href=\"http://store.vstapps.com/products/vst-coffee-espresso-refractometer\">refractometer\u003c/a> shines light through a droplet of coffee, measuring how much the light waves bend as they travel through the liquid. The amount of dissolved solids in the coffee – including sugars, acids, and flavors from the coffee as well as the minerals in the water -- affect how much the light bends, and thus the reading on the device.\u003c/p>\n\u003cfigure id=\"attachment_33368\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/04/coffee-flavor-by-the-numbers/refractometer/\" rel=\"attachment wp-att-33368\">\u003cimg class=\"size-thumbnail wp-image-33368\" title=\"refractometer\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/refractometer-379x253.jpg\" alt=\"coffee refractometer\" width=\"300\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Refractometers for measuring dissolved solids in coffee and espresso. Image credit: Flickr/ \u003ca href=\"http://www.flickr.com/photos/coffeegeek/4371881460/\" target=\"_blank\">Coffee Geek\u003c/a>\u003c/figcaption>\u003c/figure>\n\u003cp>Enter that percentage of dissolved solids from the refractometer, as well as the weight of water and beans you used, into an iPhone app called \u003ca href=\"http://vstapps.com/mojotogo/\">MoJoToGo\u003c/a> to calculate the extraction percent.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In an \u003ca href=\"http://gizmodo.com/5642561/seeking-mojo-chasing-the-perfect-cup-of-coffee-through-science\">article for Gizmodo\u003c/a>, Matt Buchanan describes his quest to brew a cup of coffee with the extraction percentage sweet spot of 19%:\u003c/p>\n\u003cp>\u003cem>\"I tear through a $16.50 one-pound bag of coffee in about three days, making coffee over and over again, seeking the mythical number 19. I use a version of the French Press technique from Everything But Espresso. Start the kettle. Weigh the beans. Grind the beans. Wait for the water to reach 206 degrees. Pour 400g of the heated water onto the grounds. Start the timer. Pat the coffee bloom. Dunk the coffee bloom. Wait 4-5 minutes. Plunge. Pour. Check result in MoJoToGo. Curse.\u003c/em>\u003c/p>\n\u003cp>The most frustrating part isn't the resulting Ahab-like hunt for the ever-elusive 19 percent. It's the revelation of how imprecise my methods are. The 18.3 percent cup that sends me into a delirious orbit before I even taste it is quickly followed by one that measures 16 percent (and tastes like it). I'm all over the map. It drives me insane. And to Amazon, to buy more precise equipment.\"\u003c/p>\n\u003cp>Brewing the perfect cup of coffee by hand is messy, imprecise and frustrating. And again technology comes to the rescue. The \u003ca href=\"http://www.bunnathome.com/products/trifecta\">Trifecta MB\u003c/a>, a new machine made by Bunn, brings reproducibility to coffee brewing, one cup at a time.\u003c/p>\n\u003cp>It’s the home version of a commercial machine with 10 programmable functions, including water temperature, brew time and the amount of stirring with air bubbles, to precisely control brew conditions to highlight the best flavors in the beans.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe width=\"560\" height=\"315\" src=\"https://www.youtube.com/embed/W088M9RVlkU\" frameborder=\"0\" scrolling=\"yes\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>\u003ca href=\"http://portolacoffeelab.com/\">Portola Coffee Lab\u003c/a> in Costa Mesa, CA has several Trifectas in the shop. Owner Jeff Duggan writes on the \u003ca href=\"http://portolacoffeelab.wordpress.com\">shop blog\u003c/a> that he typically spends hours developing a unique brewing program for a new coffee.\u003c/p>\n\u003cp>\"This machine has become the clearest example of our brewing standards,\" he \u003ca href=\"http://portolacoffeelab.wordpress.com/2011/10/19/there-is-a-reason-for-everything-part-4/\">writes\u003c/a>. “It uses technology to put us more in touch with coffee rather than neuter it and make it into a new version of a vending machine.”\u003c/p>\n\u003cp>Armed with Portola’s program, a bag of their beans and your own Trifecta, you could brew coffee at home that tastes just like what they brew in the shop. Some roasters post \u003ca href=\"http://www.trifectaexperience.com/ShareRecipes.aspx\">their optimized programs\u003c/a> on Trifecta's website so anyone can brew a tasty batch of their coffee.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Technology advances the artistry of coffee, for what really matters is \u003cem>taste\u003c/em>. Gadgets, apps and machines help coffee connoisseurs find conditions that brew the best coffee according to their tastebuds, whatever that extraction percentage or brew time may be.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Utility Commission Defends $100 Million EV Charging Deal",
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"content": "\u003cfigure id=\"attachment_34107\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/30/california-utility-commission-defends-100-million-ev-charging-deal/evgo-houston-640/\" rel=\"attachment wp-att-34107\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/evgo-houston-640-450x253.jpg\" alt=\"eVgo electric car charging station in Houston, Texas\" title=\"evgo-houston-640\" width=\"640\" class=\"size-medium wp-image-34107\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Two-hundred eVgo electric car fast-charging stations, like this one in Houston, will be installed in California over the next four years. EVs can add 50 miles or more in less than 30 minutes. (Photo courtesy of eVgo.)\u003c/figcaption>\u003c/figure>\n\u003cp>Electric car drivers cheered last week when the California Public Utilities Commission (CPUC) and NRG Energy \u003ca href=\"http://ww2.kqed.org/quest/2012/03/23/ca-electric-car-drivers-get-a-charge-from-the-gov/\">announced plans\u003c/a> to invest $100 million in the state’s electric vehicle charging infrastructure. NRG will invest in EV charging infrastructure in exchange for settling claims for overcharges during the 1999 California energy crisis. For the past several months, CPUC and \u003ca href=\"http://www.nrgenergy.com/\">NRG Energy\u003c/a> worked behind closed door to establish the terms of the settlement. Opinions on the deal’s fairness are divided.\u003c/p>\n\u003cp>“The most benefit to rate payers would have been a direct cash settlement,” said Eileen Tutt, executive director of \u003ca href=\"http://www.caletc.com/\">California Electric Transportation Coalition.\u003c/a> But instead, NRG proposed an in-kind deal, and CPUC agreed. At first glance, the settlement gives NRG, a New Jersey-based energy industry behemoth, a near-monopoly on California’s electric car charging. The majority of the $100 million investment will go to installing at least 200 480-volt EV fast-charge stations—resembling traditional gas stations in appearance and refueling times. The company will own and charge fees for using these locations, which it calls “freedom stations.”\u003c/p>\n\u003cp>\u003cstrong>Something Today\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_34108\" class=\"wp-caption alignleft\" style=\"max-width: 132px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/30/california-utility-commission-defends-100-million-ev-charging-deal/nancyryanlg/\" rel=\"attachment wp-att-34108\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/NancyRyanlg.jpg\" alt=\"Nancy Ryan, deputy executive director for policy at the California Public Utilities Commission.\" title=\"NancyRyanlg\" width=\"132\" height=\"167\" class=\"size-full wp-image-34108\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Nancy Ryan, deputy executive director for policy at the California Public Utilities Commission.\u003c/figcaption>\u003c/figure>\n\u003cp>“We did not have the total cash option,” said Nancy Ryan, deputy executive director for policy at CPUC. “The choice we had was to get the best deal today that was primarily in-kind with a cash component, versus continuing to litigate for years and years, and still maybe coming up with nothing.” The CPUC insisted on two key provisions: serving the state’s policy goals for electric transportation, and getting at least some cash for ratepayers. The final settlement includes $20 million in cash. \u003c/p>\n\u003cp>NRG is pleased with the outcome. “The settlement guarantees EV investment at a much higher rate and a much higher speed than would otherwise be done,” said David Knox, NRG’s director of communications.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jay Friedland, legislative director for \u003ca href=\"http://www.pluginamerica.org/\">Plug In America\u003c/a>, an electric car advocacy group, also likes the settlement. “At first, we questioned whether or not CPUC negotiated well.” After learning more, Friedland said the CPUC “got a pretty darn good deal, but the devil is in the details.” \u003c/p>\n\u003cp>\u003cstrong>Restrictions Apply\u003c/strong>\u003c/p>\n\u003cp>Those exact terms will not be known for another month or so, but there are clear signs that CPUC put teeth into the deal.\u003c/p>\n\u003cp>For the first five years after installing a station, NRG can’t require EV drivers to pay a monthly subscription fee, as it does with its \u003ca href=\"http://www.evgonetwork.com\">eVgo Network\u003c/a> in Texas. Instead, the public will have open access on a pay-as-you-go basis. Fees for fast charging are capped at $10 per session during off-peak hours, and $15 during peak hours. \u003c/p>\n\u003cp>NRG can put stations where it likes, but within constraints: 55 stations in the Bay Area, and 110 stations in and around Los Angeles. The rest will be divided between San Diego County and San Joaquin Valley.\u003c/p>\n\u003cp>Approximately $40 million must be spent on preparing workplaces, multi-family dwellings and other locations allowing people without garages to gain access to EV charging. These so-called “make readies” lay groundwork—such as conduits, power upgrades, and stubs—for equipment installation to occur later. Property owners, not NRG, will own the locations. NRG has the exclusive right for 18 months to sell equipment and related services to the property owners, after which those locations are open to competition.\u003c/p>\n\u003cp>CPUC acknowledges that it will receive some criticism for allowing NRG to earn a profit. However, the agency insists the settlement is consistent with CPUC policy. “If NRG puts charging stations where people use them, and drivers are willing to pay to use them, then we’re getting value for ratepayers,” said CPUC's Ryan. “We’re building a network to make it attractive and appealing to buy and drive electric vehicles.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_34107\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/30/california-utility-commission-defends-100-million-ev-charging-deal/evgo-houston-640/\" rel=\"attachment wp-att-34107\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/evgo-houston-640-450x253.jpg\" alt=\"eVgo electric car charging station in Houston, Texas\" title=\"evgo-houston-640\" width=\"640\" class=\"size-medium wp-image-34107\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Two-hundred eVgo electric car fast-charging stations, like this one in Houston, will be installed in California over the next four years. EVs can add 50 miles or more in less than 30 minutes. (Photo courtesy of eVgo.)\u003c/figcaption>\u003c/figure>\n\u003cp>Electric car drivers cheered last week when the California Public Utilities Commission (CPUC) and NRG Energy \u003ca href=\"http://ww2.kqed.org/quest/2012/03/23/ca-electric-car-drivers-get-a-charge-from-the-gov/\">announced plans\u003c/a> to invest $100 million in the state’s electric vehicle charging infrastructure. NRG will invest in EV charging infrastructure in exchange for settling claims for overcharges during the 1999 California energy crisis. For the past several months, CPUC and \u003ca href=\"http://www.nrgenergy.com/\">NRG Energy\u003c/a> worked behind closed door to establish the terms of the settlement. Opinions on the deal’s fairness are divided.\u003c/p>\n\u003cp>“The most benefit to rate payers would have been a direct cash settlement,” said Eileen Tutt, executive director of \u003ca href=\"http://www.caletc.com/\">California Electric Transportation Coalition.\u003c/a> But instead, NRG proposed an in-kind deal, and CPUC agreed. At first glance, the settlement gives NRG, a New Jersey-based energy industry behemoth, a near-monopoly on California’s electric car charging. The majority of the $100 million investment will go to installing at least 200 480-volt EV fast-charge stations—resembling traditional gas stations in appearance and refueling times. The company will own and charge fees for using these locations, which it calls “freedom stations.”\u003c/p>\n\u003cp>\u003cstrong>Something Today\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_34108\" class=\"wp-caption alignleft\" style=\"max-width: 132px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/30/california-utility-commission-defends-100-million-ev-charging-deal/nancyryanlg/\" rel=\"attachment wp-att-34108\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/NancyRyanlg.jpg\" alt=\"Nancy Ryan, deputy executive director for policy at the California Public Utilities Commission.\" title=\"NancyRyanlg\" width=\"132\" height=\"167\" class=\"size-full wp-image-34108\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Nancy Ryan, deputy executive director for policy at the California Public Utilities Commission.\u003c/figcaption>\u003c/figure>\n\u003cp>“We did not have the total cash option,” said Nancy Ryan, deputy executive director for policy at CPUC. “The choice we had was to get the best deal today that was primarily in-kind with a cash component, versus continuing to litigate for years and years, and still maybe coming up with nothing.” The CPUC insisted on two key provisions: serving the state’s policy goals for electric transportation, and getting at least some cash for ratepayers. The final settlement includes $20 million in cash. \u003c/p>\n\u003cp>NRG is pleased with the outcome. “The settlement guarantees EV investment at a much higher rate and a much higher speed than would otherwise be done,” said David Knox, NRG’s director of communications.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jay Friedland, legislative director for \u003ca href=\"http://www.pluginamerica.org/\">Plug In America\u003c/a>, an electric car advocacy group, also likes the settlement. “At first, we questioned whether or not CPUC negotiated well.” After learning more, Friedland said the CPUC “got a pretty darn good deal, but the devil is in the details.” \u003c/p>\n\u003cp>\u003cstrong>Restrictions Apply\u003c/strong>\u003c/p>\n\u003cp>Those exact terms will not be known for another month or so, but there are clear signs that CPUC put teeth into the deal.\u003c/p>\n\u003cp>For the first five years after installing a station, NRG can’t require EV drivers to pay a monthly subscription fee, as it does with its \u003ca href=\"http://www.evgonetwork.com\">eVgo Network\u003c/a> in Texas. Instead, the public will have open access on a pay-as-you-go basis. Fees for fast charging are capped at $10 per session during off-peak hours, and $15 during peak hours. \u003c/p>\n\u003cp>NRG can put stations where it likes, but within constraints: 55 stations in the Bay Area, and 110 stations in and around Los Angeles. The rest will be divided between San Diego County and San Joaquin Valley.\u003c/p>\n\u003cp>Approximately $40 million must be spent on preparing workplaces, multi-family dwellings and other locations allowing people without garages to gain access to EV charging. These so-called “make readies” lay groundwork—such as conduits, power upgrades, and stubs—for equipment installation to occur later. Property owners, not NRG, will own the locations. NRG has the exclusive right for 18 months to sell equipment and related services to the property owners, after which those locations are open to competition.\u003c/p>\n\u003cp>CPUC acknowledges that it will receive some criticism for allowing NRG to earn a profit. However, the agency insists the settlement is consistent with CPUC policy. “If NRG puts charging stations where people use them, and drivers are willing to pay to use them, then we’re getting value for ratepayers,” said CPUC's Ryan. “We’re building a network to make it attractive and appealing to buy and drive electric vehicles.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>For commuters who whisk past it aboard the high-speed ferry from Vallejo to San Francisco, East Brother Island is a quaint dollop of history, plunked near the Richmond shoreline. The 1873 lighthouse is a popular subject for snapshots on the fly. \u003c/p>\n\u003cp>But my destination on a clear day in March was the smaller structure that few people notice. That’s where lightkeeper Peter Berkhout is taking me to see a genuine rarity: one of perhaps two or three remaining vintage foghorns anywhere in the U.S. that’s still in working order.\u003c/p>\n\u003cp>“Normally for the first blast I advise our guests to cover their ears,” Berkhout tells me, as he pull-starts a small gasoline engine in the signal house. The pony engine in turn, starts up a diesel-powered air compressor that fills enormous cylindrical tanks against the wall. That’s where the air starts its journey up to the roof-mounted horns. “It is startlingly loud,” he warns, “and it's loud enough that you can actually feel the sound wave going through your torso.”\u003c/p>\n\u003cp>Technically this is a “diaphone,” so-named because it generates two separate tones that constitute the iconic “BEEE-ohhh” that most Americans still connect with foghorns. When the air pressure comes up and the sound is released, you jump out of your skin no matter how prepared you think you are, even though the second note presents as more of a grunt. The sound wave bounces off the Richmond bluffs and lingers. “I guess you can learn to sleep through anything but I'm glad I haven't had to learn to sleep through this,” Berkhout tells me.\u003c/p>\n\u003cp>http://www.youtube.com/watch?v=1oIYoXutf_w?hl=en&fs=1\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>And they don’t. He and his wife, Dina are the caretakers of the Victorian bed & breakfast on East Brother Island, so they live there full-time. But Berkhout only fires up the 1920s-vintage monster for occasional demonstrations. East Brother still has a foghorn that operates from October to April, but it’s three-second “booop” every 30 seconds is almost soothing by comparison.\u003c/p>\n\u003cp>For decades, though, virtually all major fog signals were diaphones. When the Bay was ringed with diaphones like East Brother’s, they had to be loud.\u003c/p>\n\u003cp>“Navigating the fog is like driving your car down the highway with your hood up,” says Greg Waugh. And he would know. A fourth-generation San Franciscan, he spent more than 50 years on the Bay, aboard tugs and then piloting merchant ships through the Golden Gate, which he and his fellow pilots calculated gets 1,500 hours of fog in a year’s time. That could help explain why the Golden Gate Bridge has three foghorns. Waugh got to know all of them like family. “Center span of the Golden Gate Bridge is two blasts every 40 seconds,” he recounts, though he’s been retired since 2007. “South tower is one blast every 20 seconds. Lime Pt. on the north tower is one blast every 30 seconds.”\u003c/p>\n\u003cfigure id=\"attachment_33981\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0479.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0479-300x169.jpg\" alt=\"\" title=\"Peter Berkhout\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-33981\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Peter Berkhout prepares to start up the air compressor that powers the diaphone.\u003c/figcaption>\u003c/figure>\n\u003cp>Waugh's not quite old enough to remember the first fog signals, like the method used at the original Point Bonita light, in the Marin Headlands.\u003c/p>\n\u003cp>“When it started gettin' foggy this guy'd get up there and he'd load up a cannon and fire the cannon--boom... and that was the fog signal.”\u003c/p>\n\u003cp>Present day foghorns are electronic and apart from being less jarring, are considerably low-maintenance. The “new” horn at East Brother is about the size of a fire hydrant, powered by a small solar panel and 12-volt battery. Members of the Coast Guard’s Aids to Navigation Team tell me the biggest maintenance headache with the new horns is people stealing the batteries, thinking they can use them in their boats (they can’t).\u003c/p>\n\u003cp>Waugh says the present-day foghorn at Point Bonita was dialed back to be audible for only one mile. Otherwise, he says, residents across the Bay in San Francisco would complain.\u003c/p>\n\u003cfigure id=\"attachment_33979\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0458.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0458-300x169.jpg\" alt=\"\" title=\"East Brother Island\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-33979\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">East Brother Island boasts a treasure missed by most boaters passing by: its 1920’s-vintage foghorn.\u003c/figcaption>\u003c/figure>\n\u003cp>Tim Lynch chuckles at this. “I think the iconic sound that we associate with foghorns, while it might be nostalgic, was upsetting to a lot of residents.” Lynch is a historian at the Cal Maritime Academy in Vallejo. “There are newer and some might say better ways to skin the cat,” he tells me. “The amount of technology that mariners have available to them -- the global positioning satellites, and all sorts of aids to navigation have largely rendered foghorns obsolete.”\u003c/p>\n\u003cp>But try telling that to Duncan MacLean, who skippers a commercial salmon boat out of Pillar Point Harbor in Half Moon Bay. “A lot of those old navigational things, when all else fails, are still there,” he tells me, while tinkering with some fishing tackle aboard his boat, the Barbara Faye. “And that can be critical.”\u003c/p>\n\u003cp>Like most modern fishermen, MacLean’s wheelhouse is crammed with a laptop computer and all kinds of electronic navigation aids. But not everybody has those, explains MacLean, who says he still uses his eyes and ears. For one thing, urban development near the harbor has created a kaleidoscope of lights competing with the visual aids that mariners use. Traffic lights onshore can mimic the critical red and green buoys that mark safe channels.\u003c/p>\n\u003cfigure id=\"attachment_33980\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0467.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0467-300x169.jpg\" alt=\"\" title=\"Modern East Brother foghorn\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-33980\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The present-day solar-powered East Brother foghorn is less impressive in both sight and sound than its compressed-air predecessor…but also less jolting.\u003c/figcaption>\u003c/figure>\n\u003cp>“You've got all of these lights going off everywhere and sometimes it can be a little bit tricky.” He argues that it's made the audible signals even more important. “They're critical pieces of information,” he says. “There will never not be a need.”\u003c/p>\n\u003cp>Today, young mariners don't have to risk lives and property to learn their way around. At Cal Maritime, a computer-driven walk-in simulator puts students in the virtual wheelhouse of “vessels” ranging from a 60-foot jet boat to a supertanker.\u003c/p>\n\u003cp>And yet, with all this technology Academy instructors still train students to use a sextant, a centuries-old instrument for navigation, because you never know when modern technology will fail you.\u003c/p>\n\u003cfigure id=\"attachment_33982\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0495.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0495-300x169.jpg\" alt=\"\" title=\"The Walter Fanning fog signal\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-33982\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Walter Fanning fog signal on East Brother Island. Its roomful of apparatus dates back to the 1920s.\u003c/figcaption>\u003c/figure>\n\u003cp>And speaking of that, remember that cannon that served as the first Pt. Bonita fog signal? Somebody had to fire it, of course--every 30 minutes, 24-7, as long as the fog was in. They hired a certain \"Sergeant Mahoney\" for the job.\u003c/p>\n\u003cp>“Well the fog was always in, says Drew Van Winkle, a volunteer at the Point Bonita light (remember those 1,500 hours). “And poor old Sergeant Mahoney couldn’t get a rest. Mahoney put in a request for relief but there was no budget for that. Request denied. Van Winkle says, “The day must've been relatively nice and they gave him a little leave.”\u003c/p>\n\u003cp>And leave he did. “They never saw Sergeant Mahoney again,” says Van Winkle. “That was the end of that.”\u003c/p>\n\u003cp>But it was just the beginning of a whole new soundscape for the Bay. One that’s still changing.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>The estimated annual hours of fog in the Golden Gate has been corrected from an earlier post.\u003c/em>\u003c/p>\n\n",
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"excerpt": "Lightkeeper Peter Berkhout takes QUEST radio reporter Craig Miller to see a genuine rarity: one of perhaps two or three remaining vintage foghorns anywhere in the U.S. that’s still in working order.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>For commuters who whisk past it aboard the high-speed ferry from Vallejo to San Francisco, East Brother Island is a quaint dollop of history, plunked near the Richmond shoreline. The 1873 lighthouse is a popular subject for snapshots on the fly. \u003c/p>\n\u003cp>But my destination on a clear day in March was the smaller structure that few people notice. That’s where lightkeeper Peter Berkhout is taking me to see a genuine rarity: one of perhaps two or three remaining vintage foghorns anywhere in the U.S. that’s still in working order.\u003c/p>\n\u003cp>“Normally for the first blast I advise our guests to cover their ears,” Berkhout tells me, as he pull-starts a small gasoline engine in the signal house. The pony engine in turn, starts up a diesel-powered air compressor that fills enormous cylindrical tanks against the wall. That’s where the air starts its journey up to the roof-mounted horns. “It is startlingly loud,” he warns, “and it's loud enough that you can actually feel the sound wave going through your torso.”\u003c/p>\n\u003cp>Technically this is a “diaphone,” so-named because it generates two separate tones that constitute the iconic “BEEE-ohhh” that most Americans still connect with foghorns. When the air pressure comes up and the sound is released, you jump out of your skin no matter how prepared you think you are, even though the second note presents as more of a grunt. The sound wave bounces off the Richmond bluffs and lingers. “I guess you can learn to sleep through anything but I'm glad I haven't had to learn to sleep through this,” Berkhout tells me.\u003c/p>\n\u003cp>http://www.youtube.com/watch?v=1oIYoXutf_w?hl=en&fs=1\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And they don’t. He and his wife, Dina are the caretakers of the Victorian bed & breakfast on East Brother Island, so they live there full-time. But Berkhout only fires up the 1920s-vintage monster for occasional demonstrations. East Brother still has a foghorn that operates from October to April, but it’s three-second “booop” every 30 seconds is almost soothing by comparison.\u003c/p>\n\u003cp>For decades, though, virtually all major fog signals were diaphones. When the Bay was ringed with diaphones like East Brother’s, they had to be loud.\u003c/p>\n\u003cp>“Navigating the fog is like driving your car down the highway with your hood up,” says Greg Waugh. And he would know. A fourth-generation San Franciscan, he spent more than 50 years on the Bay, aboard tugs and then piloting merchant ships through the Golden Gate, which he and his fellow pilots calculated gets 1,500 hours of fog in a year’s time. That could help explain why the Golden Gate Bridge has three foghorns. Waugh got to know all of them like family. “Center span of the Golden Gate Bridge is two blasts every 40 seconds,” he recounts, though he’s been retired since 2007. “South tower is one blast every 20 seconds. Lime Pt. on the north tower is one blast every 30 seconds.”\u003c/p>\n\u003cfigure id=\"attachment_33981\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0479.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0479-300x169.jpg\" alt=\"\" title=\"Peter Berkhout\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-33981\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Peter Berkhout prepares to start up the air compressor that powers the diaphone.\u003c/figcaption>\u003c/figure>\n\u003cp>Waugh's not quite old enough to remember the first fog signals, like the method used at the original Point Bonita light, in the Marin Headlands.\u003c/p>\n\u003cp>“When it started gettin' foggy this guy'd get up there and he'd load up a cannon and fire the cannon--boom... and that was the fog signal.”\u003c/p>\n\u003cp>Present day foghorns are electronic and apart from being less jarring, are considerably low-maintenance. The “new” horn at East Brother is about the size of a fire hydrant, powered by a small solar panel and 12-volt battery. Members of the Coast Guard’s Aids to Navigation Team tell me the biggest maintenance headache with the new horns is people stealing the batteries, thinking they can use them in their boats (they can’t).\u003c/p>\n\u003cp>Waugh says the present-day foghorn at Point Bonita was dialed back to be audible for only one mile. Otherwise, he says, residents across the Bay in San Francisco would complain.\u003c/p>\n\u003cfigure id=\"attachment_33979\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0458.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0458-300x169.jpg\" alt=\"\" title=\"East Brother Island\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-33979\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">East Brother Island boasts a treasure missed by most boaters passing by: its 1920’s-vintage foghorn.\u003c/figcaption>\u003c/figure>\n\u003cp>Tim Lynch chuckles at this. “I think the iconic sound that we associate with foghorns, while it might be nostalgic, was upsetting to a lot of residents.” Lynch is a historian at the Cal Maritime Academy in Vallejo. “There are newer and some might say better ways to skin the cat,” he tells me. “The amount of technology that mariners have available to them -- the global positioning satellites, and all sorts of aids to navigation have largely rendered foghorns obsolete.”\u003c/p>\n\u003cp>But try telling that to Duncan MacLean, who skippers a commercial salmon boat out of Pillar Point Harbor in Half Moon Bay. “A lot of those old navigational things, when all else fails, are still there,” he tells me, while tinkering with some fishing tackle aboard his boat, the Barbara Faye. “And that can be critical.”\u003c/p>\n\u003cp>Like most modern fishermen, MacLean’s wheelhouse is crammed with a laptop computer and all kinds of electronic navigation aids. But not everybody has those, explains MacLean, who says he still uses his eyes and ears. For one thing, urban development near the harbor has created a kaleidoscope of lights competing with the visual aids that mariners use. Traffic lights onshore can mimic the critical red and green buoys that mark safe channels.\u003c/p>\n\u003cfigure id=\"attachment_33980\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0467.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0467-300x169.jpg\" alt=\"\" title=\"Modern East Brother foghorn\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-33980\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The present-day solar-powered East Brother foghorn is less impressive in both sight and sound than its compressed-air predecessor…but also less jolting.\u003c/figcaption>\u003c/figure>\n\u003cp>“You've got all of these lights going off everywhere and sometimes it can be a little bit tricky.” He argues that it's made the audible signals even more important. “They're critical pieces of information,” he says. “There will never not be a need.”\u003c/p>\n\u003cp>Today, young mariners don't have to risk lives and property to learn their way around. At Cal Maritime, a computer-driven walk-in simulator puts students in the virtual wheelhouse of “vessels” ranging from a 60-foot jet boat to a supertanker.\u003c/p>\n\u003cp>And yet, with all this technology Academy instructors still train students to use a sextant, a centuries-old instrument for navigation, because you never know when modern technology will fail you.\u003c/p>\n\u003cfigure id=\"attachment_33982\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0495.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/IMG_0495-300x169.jpg\" alt=\"\" title=\"The Walter Fanning fog signal\" width=\"300\" height=\"169\" class=\"size-thumbnail wp-image-33982\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Walter Fanning fog signal on East Brother Island. Its roomful of apparatus dates back to the 1920s.\u003c/figcaption>\u003c/figure>\n\u003cp>And speaking of that, remember that cannon that served as the first Pt. Bonita fog signal? Somebody had to fire it, of course--every 30 minutes, 24-7, as long as the fog was in. They hired a certain \"Sergeant Mahoney\" for the job.\u003c/p>\n\u003cp>“Well the fog was always in, says Drew Van Winkle, a volunteer at the Point Bonita light (remember those 1,500 hours). “And poor old Sergeant Mahoney couldn’t get a rest. Mahoney put in a request for relief but there was no budget for that. Request denied. Van Winkle says, “The day must've been relatively nice and they gave him a little leave.”\u003c/p>\n\u003cp>And leave he did. “They never saw Sergeant Mahoney again,” says Van Winkle. “That was the end of that.”\u003c/p>\n\u003cp>But it was just the beginning of a whole new soundscape for the Bay. One that’s still changing.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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},
"link": "/radio/program/bbc-world-service",
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},
"californiareport": {
"id": "californiareport",
"title": "The California Report",
"tagline": "California, day by day",
"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
"link": "/californiareport",
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}
},
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"title": "The California Report Magazine",
"tagline": "Your state, your stories",
"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
"airtime": "FRI 4:30pm-5pm, 6:30pm-7pm, 11pm-11:30pm",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
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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",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/05/cityartsandlecture-300x300.jpg",
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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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}
},
"closealltabs": {
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"order": 1
},
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"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"freakonomics-radio": {
"id": "freakonomics-radio",
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"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/freakonomicsRadio.png",
"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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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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},
"fresh-air": {
"id": "fresh-air",
"title": "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": {
"id": "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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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"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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"order": 18
},
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"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": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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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",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
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"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
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},
"on-the-media": {
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"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",
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"info": "One of public radio's most dynamic voices, Sam Sanders helped launch The NPR Politics Podcast and hosted NPR's hit show It's Been A Minute. Now, the award-winning host returns with something brand new, The Sam Sanders Show. Every week, Sam Sanders and friends dig into the culture that shapes our lives: what's driving the biggest trends, how artists really think, and even the memes you can't stop scrolling past. Sam is beloved for his way of unpacking the world and bringing you up close to fresh currents and engaging conversations. The Sam Sanders Show is smart, funny and always a good time.",
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