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"content": "\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2012/12/20121203science.mp3\u003c/p>\n\u003cfigure id=\"attachment_47607\" class=\"wp-caption alignnone\" style=\"max-width: 636px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/bishop-ranch.jpg\">\u003cimg class=\"size-full wp-image-47607\" title=\"Bishop Ranch, San Ramon Fast Charger\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/bishop-ranch.jpg\" alt=\"Bishop Ranch, San Ramon Fast Charger\" width=\"636\" height=\"358\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/11/bishop-ranch.jpg 636w, https://ww2.kqed.org/app/uploads/sites/39/2012/11/bishop-ranch-400x225.jpg 400w\" sizes=\"(max-width: 636px) 100vw, 636px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bishop Ranch, San Ramon Fast Charger\u003c/figcaption>\u003c/figure>\n\u003cp>Imagine pulling up to a gas station and finding out that the pumps aren’t working or that you have to be a subscriber to fill up. Those are just a couple of the challenges that drivers of electric cars face as public charging stations slowly roll out. \u003ca href=\"http://ww2.kqed.org/quest/author/alisonvandiggelen/\">Alison van Diggelen\u003c/a>, herself an early adopter, explores the growing pains of building an electric car charging network and the fledgling new industry rising up to meet the challenge.\u003c/p>\n\u003cp>________ \u003cem>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Range Anxiety - A Short Leash\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_47412\" class=\"wp-caption alignleft\" style=\"max-width: 189px\">\u003cimg class=\"size-medium wp-image-47412 \" style=\"margin-top: 5px;margin-bottom: 5px;margin-left: 0px;margin-right: 7px\" title=\"KQED's Alison van Diggelen gets a fast charge with Ecotality's Blink network, at Intuit Campus, Menlo Park\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/Ali-charging-at-blink-fastcharger-189x253.jpg\" alt=\"\" width=\"189\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Alison van Diggelen gets a fast charge with Ecotality's Blink network, Intuit Campus, Menlo Park\u003c/figcaption>\u003c/figure>\n\u003cp>Electric vehicles are a popular and \u003ca href=\"http://www.huffingtonpost.com/2012/11/11/electric-cars_n_2115124.html\">growing trend\u003c/a> in California. But it can take hours to charge them, and there are \u003cem>only a handful\u003c/em> of fast chargers in the whole state. I recently visited one of California’s fast chargers at a Silicon Valley software company’s parking lot in Menlo Park, eager to get a charge for my all-electric Nissan Leaf. I’d traveled over 35 miles (that’s 70 round trip) from my home charger, and range anxiety had kicked in.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Eventually, I did make it home, but only after bypassing another fast charger that required I swipe a membership card which I don’t have. I used \u003ca href=\"https://itunes.apple.com/us/app/plugshare/id421788217?mt=8\">an app\u003c/a> on my phone to find the charger.\u003c/p>\n\u003cp>John O'Dell, Senior Editor \u003ca href=\"http://www.edmunds.com/about/authors/john-odell.html\">at Edmunds.com\u003c/a> says for electric cars to catch on it's vital to have a reliable charging network.\u003c/p>\n\u003cp>“Public charging infrastructure is critical to the widespread acceptance of plug-in and particularly battery electric vehicles. Because without public chargers you basically have a fairly short leash on your vehicle and you are not going to be willing to drive it long distances.”\u003cem> \u003c/em>\u003c/p>\n\u003cp>Although most driving and charging takes place within 40 miles of home, the lack of freedom to go much further has become a roadblock to purchasing electric cars for many Americans.\u003c/p>\n\u003cp>\u003cstrong>Loosening the Leash\u003c/strong>\u003c/p>\n\u003cp>Terry O’Day, with New Jersey-based \u003ca href=\"http://www.nrgenergy.com/about/index.html\">energy company NRG\u003c/a>, is hoping to loosen the leash on electric cars. I caught up with him at a charger at a San Francisco parking garage. As part of a \u003ca href=\"http://www.greencarcongress.com/2012/11/cpuc-20121106.html\">settlement\u003c/a> over claims stemming from California’s energy crisis, NRG will install 200 fast-chargers and wiring for 10,000 standard chargers statewide by 2016. NRG is calling its fast chargers, “Freedom stations.”\u003c/p>\n\u003cp>“You’re not tethered to a radius…this is much more like a gasoline fueling infrastructure where you can fast fill anywhere you need to go,” says O’Day.\u003c/p>\n\u003cfigure id=\"attachment_47423\" class=\"wp-caption alignright\" style=\"max-width: 274px\">\u003cimg class=\"size-medium wp-image-47423\" title=\"Terry O'Day heads NRG's California charger roll out\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/Terry-ODay-heads-NRGs-CA-charger-rollout1-274x253.jpg\" alt=\"\" width=\"274\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Terry O'Day heads NRG's California charger roll out\u003c/figcaption>\u003c/figure>\n\u003cp>Fast chargers can give fifty miles of driving range in fifteen minutes. But because there are only a few, drivers usually opt for a standard charger, which can take more than three hours to get the same driving range.\u003c/p>\n\u003cp>\u003cstrong>Fast Charger Challenges\u003c/strong>\u003c/p>\n\u003cp>“We are looking for a well distributed network, like a cell phone network. It’s a small “d” democratic network that provides freedom to move within a region,” says O’Day.\u003c/p>\n\u003cp>Still, a multitude of challenges face NRG and other charging companies, like Bay Area-based \u003ca href=\"http://www.chargepoint.com/\">ChargePoint\u003c/a> and \u003ca href=\"http://www.ecotality.com/\">Ecotality\u003c/a>. Fast chargers produce very high voltage. They require complicated permitting. And they cost upward of $40,000 each.\u003c/p>\n\u003cp>Right now, the financials don’t add up says NRG’s Terry O’Day.\u003c/p>\n\u003cp>“The public charging infrastructure is extraordinarily expensive and there aren’t enough cars right now so there isn’t an effective business model to make the investment work,” he says.\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>So how many companies does it take to install a comprehensive network of electric vehicle chargers?\u003c/p>\n\u003cp>“It’s not as simple as changing a light bulb,”\u003cem> \u003c/em>says\u003cem> \u003c/em>Ravi Brar, CEO of Ecotality, in San Francisco. \u003cem> \u003c/em>“It takes some effort, cooperation and coordination. It’s a sea change… a revolution in transportation. The biggest challenge might be that there are a hundred little challenges.”\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>But to date, there hasn’t been much coordination. There are \u003ca href=\"http://green.autoblog.com/2012/10/17/sae-sets-standards-for-dc-combo-fast-charging/\">two different standards\u003c/a> for fast chargers: one US-European, one Japanese. It’s much like the format war between VHS and Betamax. One of them will likely lose.\u003c/p>\n\u003cfigure id=\"attachment_47417\" class=\"wp-caption alignleft\" style=\"max-width: 337px\">\u003cimg class=\"size-medium wp-image-47417\" title=\"Japanese CHAdeMO fast charger and standard port on Nissan Leaf\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/Japanese-CHAdeMO-fastcharger-and-standard-port-on-Nissan-Leaf-337x253.jpg\" alt=\"\" width=\"337\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Japanese CHAdeMO fast charger and standard port on a Nissan Leaf\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>And to complicate matters, Tesla Motors, a leading electric car company, is building a \u003ca href=\"http://www.teslamotors.com/supercharger\">proprietary network \u003c/a>of fast chargers, which won’t work with either standard.\u003c/p>\n\u003cp>Pat Romano, CEO of ChargePoint in Silicon Valley, describes the current state of electric car charging as “somewhat of a mess,” but he’s optimistic the fast charger standards will get sorted out in time.\u003c/p>\n\u003cp>\u003cstrong>The Second Inning\u003c/strong>\u003c/p>\n\u003cp>Romano takes a long view and uses a baseball analogy, describing 2009 as the “first inning,” when modern chargers were first going in and electric cars were just being announced by car makers. Today, he says we are solidly in the second inning.\u003cem>\u003cbr>\n\u003c/em>\u003cbr>\nTo date, about 50,000 plug-in cars have been sold in the U.S. About one third of those sales were made in California, thanks to \u003ca href=\"http://www.afdc.energy.gov/laws/state_summary/CA\">pioneering state rules\u003c/a> that include rebates and carpool privileges for drivers of electric cars.\u003c/p>\n\u003cp>There are over 1000 public chargers in California today. Romano predicts a tipping point by the end of 2014, when he expects to see hundreds of thousands of electric cars on the road and lots more chargers.\u003c/p>\n\u003cp>“When we hit about the 5th or 6th inning the mass market is really taking it up,” says Romano.\u003c/p>\n\u003cp>For early adopters like Terry O’Day, of NRG, it’s not surprising the demand is growing for electric vehicles.\u003cbr>\n\u003cem>\u003c/em>\u003c/p>\n\u003cp>“It’s quick off the line, unexpectedly fast, it’s quiet. You feel like you’re part of a revolution when you’re in the seat of an EV,” he says.\u003c/p>\n\u003cp>Like many enthusiasts, he believes more chargers will help boost electric car sales. Under the NRG mandate, fast chargers alone are set to quadruple in California in the next year. And just as all eyes were on California as the state launched its \u003ca href=\"http://ww2.kqed.org/quest/audio/cap-and-trade-101-how-californias-carbon-market-works/\">Cap-and-Trade program\u003c/a>, the world will be watching to see if this public charger roll out helps jump start electric car sales in 2013.\u003c/p>\n\u003cp>____\u003c/p>\n\u003cp>More resources on Electric Driving and Charging\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">Clean Car Diaries\u003c/a> - over 25 stories from the Quest team on driving electric cars\u003c/p>\n\u003cp>\u003ca href=\"http://www.afdc.energy.gov/fuels/electricity.html\">Alternative Fuels Data Center\u003c/a> - Dept. of Energy Resource for EV Charging, locations and incentives\u003c/p>\n\u003cp>\u003ca href=\"http://drivingelectric.org/\">Driving Electric\u003c/a> - Online community for plug-in drivers\u003c/p>\n\u003cp>\u003ca href=\"http://www.facebook.com/groups/BayLeafs/\">San Francisco BayLEAFs\u003c/a> - Facebook community for Nissan Leaf drivers\u003c/p>\n\u003cp>\u003ca href=\"http://www.plugshare.com/\">Map of Charger Locations \u003c/a>- Locations and reviews of all charger types, public and private, nationwide\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_47607\" class=\"wp-caption alignnone\" style=\"max-width: 636px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/bishop-ranch.jpg\">\u003cimg class=\"size-full wp-image-47607\" title=\"Bishop Ranch, San Ramon Fast Charger\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/bishop-ranch.jpg\" alt=\"Bishop Ranch, San Ramon Fast Charger\" width=\"636\" height=\"358\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/11/bishop-ranch.jpg 636w, https://ww2.kqed.org/app/uploads/sites/39/2012/11/bishop-ranch-400x225.jpg 400w\" sizes=\"(max-width: 636px) 100vw, 636px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bishop Ranch, San Ramon Fast Charger\u003c/figcaption>\u003c/figure>\n\u003cp>Imagine pulling up to a gas station and finding out that the pumps aren’t working or that you have to be a subscriber to fill up. Those are just a couple of the challenges that drivers of electric cars face as public charging stations slowly roll out. \u003ca href=\"http://ww2.kqed.org/quest/author/alisonvandiggelen/\">Alison van Diggelen\u003c/a>, herself an early adopter, explores the growing pains of building an electric car charging network and the fledgling new industry rising up to meet the challenge.\u003c/p>\n\u003cp>________ \u003cem>\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Range Anxiety - A Short Leash\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_47412\" class=\"wp-caption alignleft\" style=\"max-width: 189px\">\u003cimg class=\"size-medium wp-image-47412 \" style=\"margin-top: 5px;margin-bottom: 5px;margin-left: 0px;margin-right: 7px\" title=\"KQED's Alison van Diggelen gets a fast charge with Ecotality's Blink network, at Intuit Campus, Menlo Park\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/Ali-charging-at-blink-fastcharger-189x253.jpg\" alt=\"\" width=\"189\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Alison van Diggelen gets a fast charge with Ecotality's Blink network, Intuit Campus, Menlo Park\u003c/figcaption>\u003c/figure>\n\u003cp>Electric vehicles are a popular and \u003ca href=\"http://www.huffingtonpost.com/2012/11/11/electric-cars_n_2115124.html\">growing trend\u003c/a> in California. But it can take hours to charge them, and there are \u003cem>only a handful\u003c/em> of fast chargers in the whole state. I recently visited one of California’s fast chargers at a Silicon Valley software company’s parking lot in Menlo Park, eager to get a charge for my all-electric Nissan Leaf. I’d traveled over 35 miles (that’s 70 round trip) from my home charger, and range anxiety had kicked in.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Eventually, I did make it home, but only after bypassing another fast charger that required I swipe a membership card which I don’t have. I used \u003ca href=\"https://itunes.apple.com/us/app/plugshare/id421788217?mt=8\">an app\u003c/a> on my phone to find the charger.\u003c/p>\n\u003cp>John O'Dell, Senior Editor \u003ca href=\"http://www.edmunds.com/about/authors/john-odell.html\">at Edmunds.com\u003c/a> says for electric cars to catch on it's vital to have a reliable charging network.\u003c/p>\n\u003cp>“Public charging infrastructure is critical to the widespread acceptance of plug-in and particularly battery electric vehicles. Because without public chargers you basically have a fairly short leash on your vehicle and you are not going to be willing to drive it long distances.”\u003cem> \u003c/em>\u003c/p>\n\u003cp>Although most driving and charging takes place within 40 miles of home, the lack of freedom to go much further has become a roadblock to purchasing electric cars for many Americans.\u003c/p>\n\u003cp>\u003cstrong>Loosening the Leash\u003c/strong>\u003c/p>\n\u003cp>Terry O’Day, with New Jersey-based \u003ca href=\"http://www.nrgenergy.com/about/index.html\">energy company NRG\u003c/a>, is hoping to loosen the leash on electric cars. I caught up with him at a charger at a San Francisco parking garage. As part of a \u003ca href=\"http://www.greencarcongress.com/2012/11/cpuc-20121106.html\">settlement\u003c/a> over claims stemming from California’s energy crisis, NRG will install 200 fast-chargers and wiring for 10,000 standard chargers statewide by 2016. NRG is calling its fast chargers, “Freedom stations.”\u003c/p>\n\u003cp>“You’re not tethered to a radius…this is much more like a gasoline fueling infrastructure where you can fast fill anywhere you need to go,” says O’Day.\u003c/p>\n\u003cfigure id=\"attachment_47423\" class=\"wp-caption alignright\" style=\"max-width: 274px\">\u003cimg class=\"size-medium wp-image-47423\" title=\"Terry O'Day heads NRG's California charger roll out\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/Terry-ODay-heads-NRGs-CA-charger-rollout1-274x253.jpg\" alt=\"\" width=\"274\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Terry O'Day heads NRG's California charger roll out\u003c/figcaption>\u003c/figure>\n\u003cp>Fast chargers can give fifty miles of driving range in fifteen minutes. But because there are only a few, drivers usually opt for a standard charger, which can take more than three hours to get the same driving range.\u003c/p>\n\u003cp>\u003cstrong>Fast Charger Challenges\u003c/strong>\u003c/p>\n\u003cp>“We are looking for a well distributed network, like a cell phone network. It’s a small “d” democratic network that provides freedom to move within a region,” says O’Day.\u003c/p>\n\u003cp>Still, a multitude of challenges face NRG and other charging companies, like Bay Area-based \u003ca href=\"http://www.chargepoint.com/\">ChargePoint\u003c/a> and \u003ca href=\"http://www.ecotality.com/\">Ecotality\u003c/a>. Fast chargers produce very high voltage. They require complicated permitting. And they cost upward of $40,000 each.\u003c/p>\n\u003cp>Right now, the financials don’t add up says NRG’s Terry O’Day.\u003c/p>\n\u003cp>“The public charging infrastructure is extraordinarily expensive and there aren’t enough cars right now so there isn’t an effective business model to make the investment work,” he says.\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>So how many companies does it take to install a comprehensive network of electric vehicle chargers?\u003c/p>\n\u003cp>“It’s not as simple as changing a light bulb,”\u003cem> \u003c/em>says\u003cem> \u003c/em>Ravi Brar, CEO of Ecotality, in San Francisco. \u003cem> \u003c/em>“It takes some effort, cooperation and coordination. It’s a sea change… a revolution in transportation. The biggest challenge might be that there are a hundred little challenges.”\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>But to date, there hasn’t been much coordination. There are \u003ca href=\"http://green.autoblog.com/2012/10/17/sae-sets-standards-for-dc-combo-fast-charging/\">two different standards\u003c/a> for fast chargers: one US-European, one Japanese. It’s much like the format war between VHS and Betamax. One of them will likely lose.\u003c/p>\n\u003cfigure id=\"attachment_47417\" class=\"wp-caption alignleft\" style=\"max-width: 337px\">\u003cimg class=\"size-medium wp-image-47417\" title=\"Japanese CHAdeMO fast charger and standard port on Nissan Leaf\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/Japanese-CHAdeMO-fastcharger-and-standard-port-on-Nissan-Leaf-337x253.jpg\" alt=\"\" width=\"337\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Japanese CHAdeMO fast charger and standard port on a Nissan Leaf\u003c/figcaption>\u003c/figure>\n\u003cp> \u003c/p>\n\u003cp> \u003c/p>\n\u003cp>And to complicate matters, Tesla Motors, a leading electric car company, is building a \u003ca href=\"http://www.teslamotors.com/supercharger\">proprietary network \u003c/a>of fast chargers, which won’t work with either standard.\u003c/p>\n\u003cp>Pat Romano, CEO of ChargePoint in Silicon Valley, describes the current state of electric car charging as “somewhat of a mess,” but he’s optimistic the fast charger standards will get sorted out in time.\u003c/p>\n\u003cp>\u003cstrong>The Second Inning\u003c/strong>\u003c/p>\n\u003cp>Romano takes a long view and uses a baseball analogy, describing 2009 as the “first inning,” when modern chargers were first going in and electric cars were just being announced by car makers. Today, he says we are solidly in the second inning.\u003cem>\u003cbr>\n\u003c/em>\u003cbr>\nTo date, about 50,000 plug-in cars have been sold in the U.S. About one third of those sales were made in California, thanks to \u003ca href=\"http://www.afdc.energy.gov/laws/state_summary/CA\">pioneering state rules\u003c/a> that include rebates and carpool privileges for drivers of electric cars.\u003c/p>\n\u003cp>There are over 1000 public chargers in California today. Romano predicts a tipping point by the end of 2014, when he expects to see hundreds of thousands of electric cars on the road and lots more chargers.\u003c/p>\n\u003cp>“When we hit about the 5th or 6th inning the mass market is really taking it up,” says Romano.\u003c/p>\n\u003cp>For early adopters like Terry O’Day, of NRG, it’s not surprising the demand is growing for electric vehicles.\u003cbr>\n\u003cem>\u003c/em>\u003c/p>\n\u003cp>“It’s quick off the line, unexpectedly fast, it’s quiet. You feel like you’re part of a revolution when you’re in the seat of an EV,” he says.\u003c/p>\n\u003cp>Like many enthusiasts, he believes more chargers will help boost electric car sales. Under the NRG mandate, fast chargers alone are set to quadruple in California in the next year. And just as all eyes were on California as the state launched its \u003ca href=\"http://ww2.kqed.org/quest/audio/cap-and-trade-101-how-californias-carbon-market-works/\">Cap-and-Trade program\u003c/a>, the world will be watching to see if this public charger roll out helps jump start electric car sales in 2013.\u003c/p>\n\u003cp>____\u003c/p>\n\u003cp>More resources on Electric Driving and Charging\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">Clean Car Diaries\u003c/a> - over 25 stories from the Quest team on driving electric cars\u003c/p>\n\u003cp>\u003ca href=\"http://www.afdc.energy.gov/fuels/electricity.html\">Alternative Fuels Data Center\u003c/a> - Dept. of Energy Resource for EV Charging, locations and incentives\u003c/p>\n\u003cp>\u003ca href=\"http://drivingelectric.org/\">Driving Electric\u003c/a> - Online community for plug-in drivers\u003c/p>\n\u003cp>\u003ca href=\"http://www.facebook.com/groups/BayLeafs/\">San Francisco BayLEAFs\u003c/a> - Facebook community for Nissan Leaf drivers\u003c/p>\n\u003cp>\u003ca href=\"http://www.plugshare.com/\">Map of Charger Locations \u003c/a>- Locations and reviews of all charger types, public and private, nationwide\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_47257\" class=\"wp-caption alignleft\" style=\"max-width: 384px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/11/19/so-how-much-does-carbon-cost/losangelessmog092111/\" rel=\"attachment wp-att-47257\">\u003cimg class=\"size-full wp-image-47257 \" title=\"LosAngelesSmog092111\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/LosAngelesSmog092111.jpg\" alt=\"\" width=\"384\" height=\"216\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/11/LosAngelesSmog092111.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/11/LosAngelesSmog092111-400x225.jpg 400w\" sizes=\"(max-width: 384px) 100vw, 384px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Smog in LA (GABRIEL BOUYS/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>Tara Siler talked with KQED Science Editor Craig Miller about the results of the auction for KQED News. This is an extended version of their interview. The transcript has been edited.\u003c/p>\n\u003cp>Now we have a first glimpse of how California's experiment in carbon trading is working out. The state's \u003ca href=\"http://ww2.kqed.org/quest/audio/cap-and-trade-101-how-californias-carbon-market-works/\">first auction\u003c/a> of industrial permits for greenhouse gases actually happened last week--but \u003ca href=\"http://www.arb.ca.gov/cc/capandtrade/auction/november_2012/auction1_results_2012q4nov.pdf\">results\u003c/a> [PDF] were released on Monday.\u003c/p>\n\u003cp>\u003cstrong>Tara Siler:\u003c/strong> This was the opening bell of sorts for a stock market of carbon emissions in California. If the bell rang last week, why are we now finding out what happened?\u003c/p>\n\u003cp>\u003cstrong>Craig Miller:\u003c/strong> It actually happened last Wednesday, but it was done under extremely tight wraps. The state would not even reveal who exactly would be participating in the auction and no one was allowed to see it in progress except officials, participants and some consultants. They wanted to avoid any chance that anybody would try to engage in some kind of manipulation. And then after the fact they wanted to go back over all the results with a fine-toothed comb and actually have it looked at again and certified by the state before they released the results.\u003c/p>\n\u003cp>The reason for this is because years ago, when they first started doing this in Europe there was some manipulation in the early going. That's been since fixed, but they didn't want to duplicate those mistakes.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> So how did this experiment go?\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> According to state regulators, it went pretty well. In fact, Mary Nichols, who runs the agency, the \u003ca href=\"http://www.arb.ca.gov/cc/capandtrade/capandtrade.htm\">California Air Resources Board\u003c/a>, responsible for this regulation would go beyond that:\u003c/p>\n\u003cp>\u003cstrong>Mary Nichols:\u003c/strong> We're delighted by this. Our goal here is to reduce Carbon at a good price, in a way that is flexible for the companies that are covered, and we feel like we're showing, as we'd hoped and intended, that that is actually going to work.\u003c/p>\n\u003cp>\u003cstrong>MIller:\u003c/strong> I think that's relief, is what you're hearing. It does seem like a system that's going to work. And at the end of the day, there was actually -- for the first time ever -- a price for Carbon established in California, which was just a hair over ten dollars a metric ton. So if you've got ten bucks, you can go out and buy a ton of Carbon on the market in California now. That's just a little bit above the minimum that regulators set for the auction, however.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> And what's the significance of that?\u003c/p>\n\u003cp>\u003cstrong>Miller: \u003c/strong>It's relatively low compared to what it could have been. Some would argue you want the price of Carbon to be very high, because you want to create a disincentive -- that's the whole idea here -- a disincentive for companies to be spewing it into the atmosphere. So you want to make it expensive for them to do that. But others would argue that in order to keep jobs and companies from potentially leaving California, rather than have to pay these fees, and to create a smooth transition to the program, it's not bad to have it relatively low, at least to start with.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> Now right before this auction happened, the \u003ca href=\"http://www.calchamber.com/Pages/Default.aspx\">California Chamber of Commerce\u003c/a> filed a lawsuit trying to invalidate the auction. Where is that at this point?\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> It's sitting there waiting for the courts to act. They make it very clear, they weren't trying to stop the auction. But ultimately they don't like the idea that the state is withholding allowances for itself and making companies buy them. They want those allowances to be given away for free to make it as easy as possible for companies to make this transition, and that's what they're hoping eventually the court will rule.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> So where do we go from here? Are these auctions going to be a regular event and are they going to be so top-secret?\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> They are going to be a regular event. They probably will continue to be pretty confidential, too. The next one is in February. And then over time the market will decide what a ton of Carbon is worth. But yes, these will be regular events.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> So the big question for Californians is, what's it going to cost us?\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> Kind of hard to say right now. Some of the pieces of that puzzle are coming together. On Friday the \u003ca href=\"http://www.cpuc.ca.gov/puc/\">California Public Utilities Commission\u003c/a> came out with a plan that will actually pay what they call a \"climate dividend.\" If there's an increase in your electric rates as a result of cap-and-trade and the fees that companies are having to pay, you will get that money back in the form of a couple dividends every year, and might even make some money on the deal.\u003c/p>\n\u003cp>There's also speculation that in 2015 when this program expands to transportation fuels and other things beyond what it's covering now, it might increase the price of gasoline by about 18 cents, but that's not until 2015.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> So this cap-and-trade program has been cited as an example of California's leadership on environmental policies. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_47257\" class=\"wp-caption alignleft\" style=\"max-width: 384px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/11/19/so-how-much-does-carbon-cost/losangelessmog092111/\" rel=\"attachment wp-att-47257\">\u003cimg class=\"size-full wp-image-47257 \" title=\"LosAngelesSmog092111\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/LosAngelesSmog092111.jpg\" alt=\"\" width=\"384\" height=\"216\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/11/LosAngelesSmog092111.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/11/LosAngelesSmog092111-400x225.jpg 400w\" sizes=\"(max-width: 384px) 100vw, 384px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Smog in LA (GABRIEL BOUYS/AFP/Getty Images)\u003c/figcaption>\u003c/figure>\n\u003cp>Tara Siler talked with KQED Science Editor Craig Miller about the results of the auction for KQED News. This is an extended version of their interview. The transcript has been edited.\u003c/p>\n\u003cp>Now we have a first glimpse of how California's experiment in carbon trading is working out. The state's \u003ca href=\"http://ww2.kqed.org/quest/audio/cap-and-trade-101-how-californias-carbon-market-works/\">first auction\u003c/a> of industrial permits for greenhouse gases actually happened last week--but \u003ca href=\"http://www.arb.ca.gov/cc/capandtrade/auction/november_2012/auction1_results_2012q4nov.pdf\">results\u003c/a> [PDF] were released on Monday.\u003c/p>\n\u003cp>\u003cstrong>Tara Siler:\u003c/strong> This was the opening bell of sorts for a stock market of carbon emissions in California. If the bell rang last week, why are we now finding out what happened?\u003c/p>\n\u003cp>\u003cstrong>Craig Miller:\u003c/strong> It actually happened last Wednesday, but it was done under extremely tight wraps. The state would not even reveal who exactly would be participating in the auction and no one was allowed to see it in progress except officials, participants and some consultants. They wanted to avoid any chance that anybody would try to engage in some kind of manipulation. And then after the fact they wanted to go back over all the results with a fine-toothed comb and actually have it looked at again and certified by the state before they released the results.\u003c/p>\n\u003cp>The reason for this is because years ago, when they first started doing this in Europe there was some manipulation in the early going. That's been since fixed, but they didn't want to duplicate those mistakes.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> So how did this experiment go?\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> According to state regulators, it went pretty well. In fact, Mary Nichols, who runs the agency, the \u003ca href=\"http://www.arb.ca.gov/cc/capandtrade/capandtrade.htm\">California Air Resources Board\u003c/a>, responsible for this regulation would go beyond that:\u003c/p>\n\u003cp>\u003cstrong>Mary Nichols:\u003c/strong> We're delighted by this. Our goal here is to reduce Carbon at a good price, in a way that is flexible for the companies that are covered, and we feel like we're showing, as we'd hoped and intended, that that is actually going to work.\u003c/p>\n\u003cp>\u003cstrong>MIller:\u003c/strong> I think that's relief, is what you're hearing. It does seem like a system that's going to work. And at the end of the day, there was actually -- for the first time ever -- a price for Carbon established in California, which was just a hair over ten dollars a metric ton. So if you've got ten bucks, you can go out and buy a ton of Carbon on the market in California now. That's just a little bit above the minimum that regulators set for the auction, however.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> And what's the significance of that?\u003c/p>\n\u003cp>\u003cstrong>Miller: \u003c/strong>It's relatively low compared to what it could have been. Some would argue you want the price of Carbon to be very high, because you want to create a disincentive -- that's the whole idea here -- a disincentive for companies to be spewing it into the atmosphere. So you want to make it expensive for them to do that. But others would argue that in order to keep jobs and companies from potentially leaving California, rather than have to pay these fees, and to create a smooth transition to the program, it's not bad to have it relatively low, at least to start with.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> Now right before this auction happened, the \u003ca href=\"http://www.calchamber.com/Pages/Default.aspx\">California Chamber of Commerce\u003c/a> filed a lawsuit trying to invalidate the auction. Where is that at this point?\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> It's sitting there waiting for the courts to act. They make it very clear, they weren't trying to stop the auction. But ultimately they don't like the idea that the state is withholding allowances for itself and making companies buy them. They want those allowances to be given away for free to make it as easy as possible for companies to make this transition, and that's what they're hoping eventually the court will rule.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> So where do we go from here? Are these auctions going to be a regular event and are they going to be so top-secret?\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> They are going to be a regular event. They probably will continue to be pretty confidential, too. The next one is in February. And then over time the market will decide what a ton of Carbon is worth. But yes, these will be regular events.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> So the big question for Californians is, what's it going to cost us?\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> Kind of hard to say right now. Some of the pieces of that puzzle are coming together. On Friday the \u003ca href=\"http://www.cpuc.ca.gov/puc/\">California Public Utilities Commission\u003c/a> came out with a plan that will actually pay what they call a \"climate dividend.\" If there's an increase in your electric rates as a result of cap-and-trade and the fees that companies are having to pay, you will get that money back in the form of a couple dividends every year, and might even make some money on the deal.\u003c/p>\n\u003cp>There's also speculation that in 2015 when this program expands to transportation fuels and other things beyond what it's covering now, it might increase the price of gasoline by about 18 cents, but that's not until 2015.\u003c/p>\n\u003cp>\u003cstrong>Siler:\u003c/strong> So this cap-and-trade program has been cited as an example of California's leadership on environmental policies. Is anybody following us at this point?\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Miller:\u003c/strong> I talked with Mary Nichols a couple of years ago and asked her very specifically about this, and she said, \"California will not go it alone on cap-and-trade.\" But we are right now. There are other states that were kind of lined up in this thing they call the \u003ca href=\"http://www.westernclimateinitiative.org/\">Western Climate Initiative\u003c/a> with intent to eventually consider joining, but right now there is nobody. The next one inline seems to be a Canadian province, Quebec.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cstrong>Similar challenges could confront California\u003c/strong>\u003c/p>\n\u003cdiv id=\"attachment_47201\" class=\"wp-caption alignleft\" style=\"width: 347px\">\n\u003cp class=\"wp-caption-text\">The source of China's electricity–largely coal-fired power plants–is also a major reason for its poor air quality. (Photo: Marjorie Sun)\u003c/p>\n\u003c/div>\n\u003cp>As recent events on the East Coast have graphically shown, the “grid” that provides our electricity can be a fragile thing. \u003ca href=\"http://science.kqed.org/quest/2012/11/16/china%E2%80%99s-%E2%80%98gridlock%E2%80%99-may-slow-conversion-to-clean-energy/?utm_source=rss&utm_medium=rss&utm_campaign=china%25e2%2580%2599s-%25e2%2580%2598gridlock%25e2%2580%2599-may-slow-conversion-to-clean-energy\" target=\"_blank\" rel=\"noopener\">…\u003c/a> \u003c/p>\n\u003cp>Source: \u003ca href=\"http://science.kqed.org/quest/2012/11/16/china%E2%80%99s-%E2%80%98gridlock%E2%80%99-may-slow-conversion-to-clean-energy/?utm_source=rss&utm_medium=rss&utm_campaign=china%25e2%2580%2599s-%25e2%2580%2598gridlock%25e2%2580%2599-may-slow-conversion-to-clean-energy\" target=\"_blank\" title=\"China’s ‘Gridlock’ May Slow Conversion to Clean Energy\" rel=\"noopener\">KQED QUEST » Climate\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cfigure id=\"attachment_47221\" class=\"wp-caption alignleft\" style=\"max-width: 379px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/11/16/solar-powers-chinas-march-toward-sustainability/china_solar_sm/\" rel=\"attachment wp-att-47221\">\u003cimg class=\"size-medium wp-image-47221\" title=\"China_Solar_sm\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/China_Solar_sm-379x253.jpg\" alt=\"\" width=\"379\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Most of China's solar panels are made for export markets. That balance could be shifting. (Photo: Marjorie Sun)\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Aggressive price competition helps consumers, stymies California industry\u003c/strong>\u003c/p>\n\u003cp>There’s a trade war brewing with China over solar panels and California is right in the middle. Just this month, federal trade officials authorized sanctions against China for “dumping” solar components onto the U-S market below cost. China is the world’s biggest producer of solar panels, and yet very few are installed there domestically. Many end up on rooftops here in California. “Cheap solar” has been good for California consumers but bad for the state’s own makers of solar energy hardware.\u003c/p>\n\u003cp>\u003cstrong>China Jumpstarts Domestic Solar Capacity\u003c/strong>\u003c/p>\n\u003cp>About 80 miles west of Shanghai, intern Cheng Yiyang shows me a production line where machines pirouette and fabricate black wafers packed with photovoltaic cells. 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"content": "\u003cp>This week, California rolls out the heavy artillery in its attack on climate change with a program called “cap-and-trade.” It’s like a stock exchange for carbon emissions, where the state’s biggest polluters have to buy the right to emit greenhouse gases. It’s the most ambitious climate change policy in the country, but not everyone is happy with it.\u003c/p>\n\u003cp>\u003cstrong>So how does it work?\u003c/strong>\u003c/p>\n\u003cp>\u003cem>(Check out the radio story above for an explanation involving poker chips, musical chairs and Monopoly money.) \u003c/em>\u003c/p>\n\u003cp>The first part is the cap. Until now, businesses haven’t had to worry about how much carbon they emit from burning fossil fuels. Now, there’s going to be a cap on total emissions. At first, they can emit about as much carbon as they have been. But then, the cap on emissions begins to come down.\u003c/p>\n\u003cp>More than 300 businesses, from power companies and oil refiners, to glass makers and food processors, are required to participate in the cap-and-trade program.\u003cstrong>\u003cem> \u003c/em>\u003c/strong>The government could tell each company how much it’s allowed to pollute, or set a tax on carbon. But California’s doing it differently by creating a market. That’s where the “trade” part of cap and trade comes in.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In order to keep up with the lowering emissions cap, businesses have three choices. The first is pretty straightforward: reduce emissions.\u003c/p>\n\u003cp>The second option is to buy permits to pollute. The state will give companies allowances -- each allowance grants a company permission to emit one ton of carbon dioxide. Companies can buy and sell allowances on the carbon market.\u003c/p>\n\u003cp>And the third option is known as \"carbon offsets.\" Companies can essentially pay other organizations to reduce greenhouse gases, for instance, by protecting forests. Each offset counts toward the firm's compliance obligation, though companies are limited in how many offsets they can use.\u003c/p>\n\u003cp style=\"text-align: center\">\u003cimg class=\"aligncenter size-large wp-image-46942\" title=\"Merc-illustration\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/Merc-illustration2-560x360.jpg\" alt=\"\" width=\"560\" height=\"360\">\u003c/p>\n\u003cp>\u003cstrong>But \u003cem>will\u003c/em> it work?\u003c/strong>\u003c/p>\n\u003cp>California has been preparing for this moment for a long time. When Governor Arnold Schwarzenegger signed AB 32, the state’s landmark global warming bill in 2006, he set an ambitious goal: to cut California’s greenhouse gas emissions 30 percent by 2020. Cap-and-trade is supposed to help accomplish a big part of that goal.\u003c/p>\n\u003cp>\"We want to reduce the amount of pollution, but we want to do it in a way that isn’t too costly to the economy,\" says UC Berkeley economist and energy analyst Severin Borenstein at UC Berkeley. He says the market will create some flexibility for businesses.\u003c/p>\n\u003cp>But some businesses aren't so sure about it.\u003cem>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\"I am very very worried about this program,\"\u003cstrong>\u003cem>\u003c/em>\u003c/strong> says Dorothy Rothrock from the California Manufacturers and Technology Association, which represents about 700 companies. Her members are concerned that cap-and-trade will put them at a disadvantage to companies outside of the state.\u003c/p>\n\u003cp>And Rothrock says the costs will eventually be passed on to consumers. For instance, the price of gas may go up. \"It’s not like they’re suddenly gonna see a big bill in their mailbox the next day, but the costs will be coming and there won’t be a lot we can do to stop it,\" she says.\u003c/p>\n\u003cp>California has taken steps to minimize this impact. At first, nearly all of the allowances are free for businesses, and some of the proceeds from the carbon market will go to communities hardest hit by pollution. Regulators also argue that the gains in energy efficiency spurred by the program will outweigh any higher costs.\u003c/p>\n\u003cp>And environmental advocates point out, if we don’t cut emissions now, the impacts of climate change will be even more expensive in the long run.\u003c/p>\n\u003cp>Emily Reyna with the Environmental Defense Fund says it’s important for California to take the lead.\u003c/p>\n\u003cp>\"If it’s done right here in California, which I believe it will be, then it can be a real model for the rest of the country, the rest of the world,\" she says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On Wednesday, all eyes will be on California, when the state's carbon market opens for the first time.\u003c/p>\n\n",
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"excerpt": "This week, California rolls out the heavy artillery in its attack on climate change with a program called “cap-and-trade.” It’s like a stock exchange for carbon emissions, where the state’s biggest polluters have to buy the right to emit greenhouse gases. It’s the most ambitious climate change policy in the country, but not everyone is happy with it.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>This week, California rolls out the heavy artillery in its attack on climate change with a program called “cap-and-trade.” It’s like a stock exchange for carbon emissions, where the state’s biggest polluters have to buy the right to emit greenhouse gases. It’s the most ambitious climate change policy in the country, but not everyone is happy with it.\u003c/p>\n\u003cp>\u003cstrong>So how does it work?\u003c/strong>\u003c/p>\n\u003cp>\u003cem>(Check out the radio story above for an explanation involving poker chips, musical chairs and Monopoly money.) \u003c/em>\u003c/p>\n\u003cp>The first part is the cap. Until now, businesses haven’t had to worry about how much carbon they emit from burning fossil fuels. Now, there’s going to be a cap on total emissions. At first, they can emit about as much carbon as they have been. But then, the cap on emissions begins to come down.\u003c/p>\n\u003cp>More than 300 businesses, from power companies and oil refiners, to glass makers and food processors, are required to participate in the cap-and-trade program.\u003cstrong>\u003cem> \u003c/em>\u003c/strong>The government could tell each company how much it’s allowed to pollute, or set a tax on carbon. But California’s doing it differently by creating a market. That’s where the “trade” part of cap and trade comes in.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In order to keep up with the lowering emissions cap, businesses have three choices. The first is pretty straightforward: reduce emissions.\u003c/p>\n\u003cp>The second option is to buy permits to pollute. The state will give companies allowances -- each allowance grants a company permission to emit one ton of carbon dioxide. Companies can buy and sell allowances on the carbon market.\u003c/p>\n\u003cp>And the third option is known as \"carbon offsets.\" Companies can essentially pay other organizations to reduce greenhouse gases, for instance, by protecting forests. Each offset counts toward the firm's compliance obligation, though companies are limited in how many offsets they can use.\u003c/p>\n\u003cp style=\"text-align: center\">\u003cimg class=\"aligncenter size-large wp-image-46942\" title=\"Merc-illustration\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/Merc-illustration2-560x360.jpg\" alt=\"\" width=\"560\" height=\"360\">\u003c/p>\n\u003cp>\u003cstrong>But \u003cem>will\u003c/em> it work?\u003c/strong>\u003c/p>\n\u003cp>California has been preparing for this moment for a long time. When Governor Arnold Schwarzenegger signed AB 32, the state’s landmark global warming bill in 2006, he set an ambitious goal: to cut California’s greenhouse gas emissions 30 percent by 2020. Cap-and-trade is supposed to help accomplish a big part of that goal.\u003c/p>\n\u003cp>\"We want to reduce the amount of pollution, but we want to do it in a way that isn’t too costly to the economy,\" says UC Berkeley economist and energy analyst Severin Borenstein at UC Berkeley. He says the market will create some flexibility for businesses.\u003c/p>\n\u003cp>But some businesses aren't so sure about it.\u003cem>\u003cbr>\n\u003c/em>\u003c/p>\n\u003cp>\"I am very very worried about this program,\"\u003cstrong>\u003cem>\u003c/em>\u003c/strong> says Dorothy Rothrock from the California Manufacturers and Technology Association, which represents about 700 companies. Her members are concerned that cap-and-trade will put them at a disadvantage to companies outside of the state.\u003c/p>\n\u003cp>And Rothrock says the costs will eventually be passed on to consumers. For instance, the price of gas may go up. \"It’s not like they’re suddenly gonna see a big bill in their mailbox the next day, but the costs will be coming and there won’t be a lot we can do to stop it,\" she says.\u003c/p>\n\u003cp>California has taken steps to minimize this impact. At first, nearly all of the allowances are free for businesses, and some of the proceeds from the carbon market will go to communities hardest hit by pollution. Regulators also argue that the gains in energy efficiency spurred by the program will outweigh any higher costs.\u003c/p>\n\u003cp>And environmental advocates point out, if we don’t cut emissions now, the impacts of climate change will be even more expensive in the long run.\u003c/p>\n\u003cp>Emily Reyna with the Environmental Defense Fund says it’s important for California to take the lead.\u003c/p>\n\u003cp>\"If it’s done right here in California, which I believe it will be, then it can be a real model for the rest of the country, the rest of the world,\" she says.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>On Wednesday, all eyes will be on California, when the state's carbon market opens for the first time.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Cap-and-Trade: The Glossary",
"title": "Cap-and-Trade: The Glossary",
"headTitle": "Cap and Trade | QUEST | KQED Science",
"content": "\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/2012/11/09/cap-and-trade-the-glossary/heat20120904-2/\" rel=\"attachment wp-att-46926\">\u003cimg class=\"alignleft size-medium wp-image-46926\" title=\"heat20120904\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/heat201209041-252x253.jpg\" alt=\"\" width=\"176\" height=\"177\">\u003c/a>You can’t navigate the new world of carbon trading unless you know the lingo. Here are some key terms.\u003c/p>\n\u003cp>\u003cstrong>AB 32\u003c/strong>\u003cbr>\nThe \u003ca href=\"http://www.arb.ca.gov/cc/ab32/ab32.htm\">Global Warming Solutions Act\u003c/a>, passed by the California legislature and signed by Governor Arnold Schwarzenegger in 2006, is the authorizing legislation for cap and trade. It seeks to reduce total carbon emissions in the state to 1990 levels, by 2020. That's about 30% below where emissions would likely be absent substantial reduction efforts. A separate executive order requires a further 80% reduction by 2050.\u003c/p>\n\u003cp>\u003cstrong>Additionality\u003c/strong>\u003cbr>\nThe principle, often applied to carbon offsets, that a project should only be able to earn credits if the greenhouse gas emission reductions produced by the project exceed what would have happened in the absence of the carbon credit component. \u003ca href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Allocation\u003c/strong>\u003cbr>\nUnder an emissions trading scheme, permits to emit can initially either be purchased by emitters or given to them for free. In California's program, 90% will be given away initially. The rest will be sold at auction in an initial market offering. \u003ca href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate Energy and Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Allowance\u003c/strong>\u003cbr>\nLegally defined unit that entitles the holder to emit one metric ton of CO2-equivalent or another quantity of greenhouses gases. Also known as emission allowance or emission permit. \u003ca href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cstrong>Atmosphere\u003c/strong>\u003cbr>\nThe gaseous envelope surrounding the Earth. The dry atmosphere consists almost entirely of nitrogen (78.1% volume mixing ratio) and oxygen (20.9% volume mixing ratio), together with a number of trace gases, such as argon (0.93% volume mixing ratio), helium, radiatively active greenhouse gases such as carbon dioxide (0.035% volume mixing ratio) and ozone. In addition the atmosphere contains water vapor, whose amount is highly variable but typically 1% volume mixing ratio. The atmosphere also contains clouds and aerosols (particles). \u003ca href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Auction\u003c/strong>\u003cbr>\nCommon term used for the sale of allowances, as opposed to allocating them for free. California officials scheduled their first official auction for November 14, 2012. \u003ca href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Base Year\u003c/strong>\u003cbr>\nTargets for reducing greenhouse gas emissions are often defined in relation to a base year. 1990 is the base year in California's program, as well as for most nations in the Kyoto Protocol. \u003ca href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions) \u003c/a>\u003c/p>\n\u003cp>\u003cstrong>California Air Resources Board (ARB or CARB)\u003c/strong>\u003cbr>\nThe \u003ca href=\"http://www.arb.ca.gov/homepage.htm\">regulatory agency\u003c/a> charged with implementation of AB 32 and managing California’s cap-and-trade program.\u003c/p>\n\u003cp>\u003cstrong>California Environmental Protection Agency (CalEPA)\u003c/strong>\u003cbr>\n\u003ca href=\"http://www.calepa.ca.gov/\">Parent agency\u003c/a> of the Air Resources Board.\u003c/p>\n\u003cp>\u003cstrong>Cap-and-Trade\u003c/strong>\u003cbr>\nA flexible environmental regulation mechanism that sets an overall limit on the emission of a certain pollutant, but allows companies that can easily reduce emissions to sell credits to other companies for which such reduction would be difficult. The cap ensures that emissions will not exceed a desired amount. California’s program rolls out in two phases: power plants and large industrial facilities in 2013, expanding to distributors of oil, natural gas and transportation fuels in 2015. \u003ca href=\"http://www.csa.com/discoveryguides/envecon/gloss.php\">(Source: CSA)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Carbon Dioxide (CO2)\u003c/strong>\u003cbr>\nA naturally occurring gas, and also a by-product of burning fossil fuels and biomass, as well as land-use changes and other industrial processes. It is the principal human-caused greenhouse gas that affects the Earth's radiative balance, and the reference gas against which other greenhouse gases are measured and therefore has a Global Warming Potential of 1. \u003ca title=\"http://www.epa.gov/climatechange/glossary.html#B\" href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Carbon Dioxide Equivalent (CO2e)\u003c/strong>\u003cbr>\nMeasurement unit used to indicate the global warming potential (GWP) of greenhouse gases. Carbon dioxide is the reference gas against which other greenhouse gases are measured. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Carbon Footprint\u003c/strong>\u003cbr>\nThe total amount of greenhouse gases emitted into the atmosphere each year by a person, family, building, organization or company. A person's carbon footprint includes greenhouse gas emissions from fuel that an individual burns directly, such as by heating a home or riding in a car. It also includes greenhouse gases that come from producing the goods or services that the individual uses, including emissions from power plants that make electricity, factories that make products and landfills where trash gets sent. \u003ca title=\"http://www.epa.gov/climatechange/glossary.html#B\" href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Climate Action Reserve (CAR)\u003c/strong>\u003cbr>\nFormerly the California Climate Action Registry, a non-profit voluntary and compliance registry for offsets. \u003ca href=\"http://www.climateactionreserve.org/\">The Reserve\u003c/a> is focused on developing standardized greenhouse gas reduction protocols, tracking offsets through a public database and serving as a project registry for voluntary as well as offsets eligible for compliance under AB 32. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Compliance\u003c/strong>\u003cbr>\n1) The act, specific to cap-and-trade schemes, of surrendering the required amount of allowances, or some combination of allowances and offsets, to cover an entity’s emissions. 2) Achievement by an entity in meeting its quantified emission limitation and reduction commitments under the applicable law or treaty. \u003ca href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Covered Entity\u003c/strong>\u003cbr>\nAny organization subject to the cap & trade regulation. California’s program covers 360 businesses. The complete list is available as a PDF download from the CARB website.\u003c/p>\n\u003cp>\u003cstrong>Deforestation\u003c/strong>\u003cbr>\nThose practices or processes that result in the conversion of forested lands for non-forest uses. Deforestation contributes to increasing carbon dioxide concentrations for two reasons: 1) the burning or decomposition of the wood releases carbon dioxide; and 2) trees that once removed carbon dioxide from the atmosphere in the process of photosynthesis are no longer present. \u003ca title=\"http://www.epa.gov/climatechange/glossary.html#B\" href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Emissions Cap\u003c/strong>\u003cbr>\nA mandated restraint in a scheduled timeframe that puts a “ceiling” on the total amount of anthropogenic greenhouse gas emissions that can be released into the atmosphere. This can be measured as gross emissions or as net emissions (emissions minus gases that are sequestered). California's cap will increase in 2015, when its cap-and-trade program expands to include more sources, then will decline about 3% each year until 2020, when the cap is expected to be 15% below the 2012 level.\u003cbr>\n\u003ca title=\"http://www.c2es.org/science-impacts/basics/glossary\" href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Fluorinated Gases\u003c/strong>\u003cbr>\nA group of greenhouse gases regulated under California’s cap-and-trade program. Hydrofluorocarbons, perfluorocarbons and sulfur hexafluoride are synthetic, powerful greenhouse gases that are emitted from a variety of industrial processes. Fluorinated gases are sometimes used as substitutes for stratospheric ozone-depleting substances (e.g., chlorofluorocarbons, hydrochlorofluorocarbons and halons). These gases are typically emitted in smaller quantities, but because they are potent greenhouse gases, they are sometimes referred to as High Global Warming Potential gases (\"High-GWP gases\").\u003c/p>\n\u003cp>\u003cstrong>Fossil Fuel\u003c/strong>\u003cbr>\nA general term for organic materials formed from decayed plants and animals that have been converted to crude oil, coal, natural gas or heavy oils by exposure to heat and pressure in the earth's crust over hundreds of millions of years. \u003ca title=\"http://www.epa.gov/climatechange/glossary.html#B\" href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Greenhouse Effect\u003c/strong>\u003cbr>\nThe insulating effect of atmospheric greenhouse gases (e.g., water vapor, carbon dioxide, methane, etc.) that keeps the Earth's temperature about 60“F warmer than it would be otherwise. \u003ca href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Greenhouse Gas\u003c/strong>\u003cbr>\nGreenhouse gases (GHGs) are trace gases that control energy flows in the Earth's atmosphere by absorbing infrared radiation. Some GHGs occur naturally in the atmosphere, while others result from human activities. Those \u003ca href=\"http://epa.gov/climatechange/ghgemissions/gases.html\">recognized by the U.S. EPA \u003c/a>include: carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O) and \"fluorinated gases.\" CO2 is the most important GHG released by human activities. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Leakage\u003c/strong>\u003cbr>\nTerm applied to businesses that leave the state rather than submit to cap-and-trade regulation. Sometimes called \"carbon leakage\" because emissions of the relocated industry are no longer regulated by the home state.\u003c/p>\n\u003cp>\u003cstrong>Low-Carbon Fuel Standard (LCFS)\u003c/strong>\u003cbr>\nThe \u003ca href=\"http://www.arb.ca.gov/fuels/lcfs/lcfs.htm\">LCFS\u003c/a> requires fuel providers to ensure that the mix of fuel they sell in the market meets, on average, a declining target for greenhouse gas emissions measured in grams of carbon dioxide equivalent per unit of fuel energy sold. California's LCFS mandates a 10% reduction in the carbon intensity of fuel production and use within California, by 2020. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Methane (CH4)\u003c/strong>\u003cbr>\nCH4 is among the greenhouse gases recognized by the U.S. EPA. Atmospheric CH4 is produced by natural processes but there are also substantial emissions from human activities such as landfills, livestock and livestock wastes, natural gas and petroleum systems, coal mines, rice fields and wastewater treatment. CH4 has a relatively short atmospheric lifetime of approximately 10 years, but its 100-year GWP is currently estimated to be approximately 23 times that of CO2. \u003ca title=\"http://www.c2es.org/science-impacts/basics/glossary\" href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Nitrous Oxide (N2O)\u003c/strong>\u003cbr>\nN2O is among the greenhouse gases recognized by the U.S. EPA. N2O is produced by natural processes but there are also substantial emissions from human activities such as agriculture and fossil fuel combustion. The atmospheric lifetime of N2O is approximately 100 years, and its 100-year GWP is currently estimated to be 296 times that of CO2. \u003ca title=\"http://www.c2es.org/science-impacts/basics/glossary\" href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Offsets\u003c/strong>\u003cbr>\nEmission reduction credits from project-based activities that can be used to meet compliance or corporate objectives as a supplement or alternative to reducing one’s own emissions. In a cap-and-trade scheme, offsets may be used instead of allowances, sometimes up to a limit. California allows the use of offsets to satisfy up to 8% of a company's compliance requirement. Initially four types of offset programs were allowed: expansion of forests and urban forests, methane capture on farms and ranches and reduction of ozone-depleting substances. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Prop 23\u003c/strong>\u003cbr>\nAn unsuccessful statewide ballot measure in 2011, largely financed by oil and gas interests, that sought to suspend California's regulations under AB 32.\u003c/p>\n\u003cp>\u003cstrong>Regional Greenhouse Gas Initiative (RGGI)\u003c/strong>\u003cbr>\nA regional cap-and-trade system that currently includes Connecticut, Delaware, Maine, Maryland, Massachusetts, New Hampshire, New York, Rhode Island and Vermont. The District of Columbia, Pennsylvania, the Eastern Canadian Provinces and New Brunswick are observers in the process. \u003ca href=\"http://www.rggi.org/\">RGGI\u003c/a> covers CO2 emissions from electric power plants in the region, and requires a 10% reduction in these emissions by 2018. The first three-year compliance period started in January 2009. In 2011, the states commenced a review process in order to determine whether to tighten the emissions cap so that emitters would be incentivized to reduce internal emissions further. The review process should be completed in 2013. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Water Vapor (H2O)\u003c/strong>\u003cbr>\nWater vapor is the primary gas responsible for the greenhouse effect. It is believed that increases in temperature caused by anthropogenic (human-caused) emissions of greenhouse gases will increase the amount of water vapor in the atmosphere, resulting in additional warming. \u003ca title=\"http://www.c2es.org/science-impacts/basics/glossary\" href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cstrong>Western Climate Initiative (WCI)\u003c/strong>\u003cbr>\nRegional initiative launched in February 2007 by states and provinces, mostly along the western rim of the United States, Canada and Mexico. \u003ca href=\"http://www.westernclimateinitiative.org/\">WCI\u003c/a> is a collaboration of independent jurisdictions working together to identify, evaluate and implement emissions trading policies to tackle climate change at a regional level. Nominally, WCI partners are: California, Quebec, Manitoba, British Columbia and Ontario, but only California and Quebec have passed regulations which aim to reduce greenhouse gas emissions. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source info: Point Carbon)\u003c/a>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/2012/11/09/cap-and-trade-the-glossary/heat20120904-2/\" rel=\"attachment wp-att-46926\">\u003cimg class=\"alignleft size-medium wp-image-46926\" title=\"heat20120904\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/heat201209041-252x253.jpg\" alt=\"\" width=\"176\" height=\"177\">\u003c/a>You can’t navigate the new world of carbon trading unless you know the lingo. Here are some key terms.\u003c/p>\n\u003cp>\u003cstrong>AB 32\u003c/strong>\u003cbr>\nThe \u003ca href=\"http://www.arb.ca.gov/cc/ab32/ab32.htm\">Global Warming Solutions Act\u003c/a>, passed by the California legislature and signed by Governor Arnold Schwarzenegger in 2006, is the authorizing legislation for cap and trade. It seeks to reduce total carbon emissions in the state to 1990 levels, by 2020. That's about 30% below where emissions would likely be absent substantial reduction efforts. A separate executive order requires a further 80% reduction by 2050.\u003c/p>\n\u003cp>\u003cstrong>Additionality\u003c/strong>\u003cbr>\nThe principle, often applied to carbon offsets, that a project should only be able to earn credits if the greenhouse gas emission reductions produced by the project exceed what would have happened in the absence of the carbon credit component. \u003ca href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Allocation\u003c/strong>\u003cbr>\nUnder an emissions trading scheme, permits to emit can initially either be purchased by emitters or given to them for free. In California's program, 90% will be given away initially. The rest will be sold at auction in an initial market offering. \u003ca href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate Energy and Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Allowance\u003c/strong>\u003cbr>\nLegally defined unit that entitles the holder to emit one metric ton of CO2-equivalent or another quantity of greenhouses gases. Also known as emission allowance or emission permit. \u003ca href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Atmosphere\u003c/strong>\u003cbr>\nThe gaseous envelope surrounding the Earth. The dry atmosphere consists almost entirely of nitrogen (78.1% volume mixing ratio) and oxygen (20.9% volume mixing ratio), together with a number of trace gases, such as argon (0.93% volume mixing ratio), helium, radiatively active greenhouse gases such as carbon dioxide (0.035% volume mixing ratio) and ozone. In addition the atmosphere contains water vapor, whose amount is highly variable but typically 1% volume mixing ratio. The atmosphere also contains clouds and aerosols (particles). \u003ca href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Auction\u003c/strong>\u003cbr>\nCommon term used for the sale of allowances, as opposed to allocating them for free. California officials scheduled their first official auction for November 14, 2012. \u003ca href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Base Year\u003c/strong>\u003cbr>\nTargets for reducing greenhouse gas emissions are often defined in relation to a base year. 1990 is the base year in California's program, as well as for most nations in the Kyoto Protocol. \u003ca href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions) \u003c/a>\u003c/p>\n\u003cp>\u003cstrong>California Air Resources Board (ARB or CARB)\u003c/strong>\u003cbr>\nThe \u003ca href=\"http://www.arb.ca.gov/homepage.htm\">regulatory agency\u003c/a> charged with implementation of AB 32 and managing California’s cap-and-trade program.\u003c/p>\n\u003cp>\u003cstrong>California Environmental Protection Agency (CalEPA)\u003c/strong>\u003cbr>\n\u003ca href=\"http://www.calepa.ca.gov/\">Parent agency\u003c/a> of the Air Resources Board.\u003c/p>\n\u003cp>\u003cstrong>Cap-and-Trade\u003c/strong>\u003cbr>\nA flexible environmental regulation mechanism that sets an overall limit on the emission of a certain pollutant, but allows companies that can easily reduce emissions to sell credits to other companies for which such reduction would be difficult. The cap ensures that emissions will not exceed a desired amount. California’s program rolls out in two phases: power plants and large industrial facilities in 2013, expanding to distributors of oil, natural gas and transportation fuels in 2015. \u003ca href=\"http://www.csa.com/discoveryguides/envecon/gloss.php\">(Source: CSA)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Carbon Dioxide (CO2)\u003c/strong>\u003cbr>\nA naturally occurring gas, and also a by-product of burning fossil fuels and biomass, as well as land-use changes and other industrial processes. It is the principal human-caused greenhouse gas that affects the Earth's radiative balance, and the reference gas against which other greenhouse gases are measured and therefore has a Global Warming Potential of 1. \u003ca title=\"http://www.epa.gov/climatechange/glossary.html#B\" href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Carbon Dioxide Equivalent (CO2e)\u003c/strong>\u003cbr>\nMeasurement unit used to indicate the global warming potential (GWP) of greenhouse gases. Carbon dioxide is the reference gas against which other greenhouse gases are measured. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Carbon Footprint\u003c/strong>\u003cbr>\nThe total amount of greenhouse gases emitted into the atmosphere each year by a person, family, building, organization or company. A person's carbon footprint includes greenhouse gas emissions from fuel that an individual burns directly, such as by heating a home or riding in a car. It also includes greenhouse gases that come from producing the goods or services that the individual uses, including emissions from power plants that make electricity, factories that make products and landfills where trash gets sent. \u003ca title=\"http://www.epa.gov/climatechange/glossary.html#B\" href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Climate Action Reserve (CAR)\u003c/strong>\u003cbr>\nFormerly the California Climate Action Registry, a non-profit voluntary and compliance registry for offsets. \u003ca href=\"http://www.climateactionreserve.org/\">The Reserve\u003c/a> is focused on developing standardized greenhouse gas reduction protocols, tracking offsets through a public database and serving as a project registry for voluntary as well as offsets eligible for compliance under AB 32. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Compliance\u003c/strong>\u003cbr>\n1) The act, specific to cap-and-trade schemes, of surrendering the required amount of allowances, or some combination of allowances and offsets, to cover an entity’s emissions. 2) Achievement by an entity in meeting its quantified emission limitation and reduction commitments under the applicable law or treaty. \u003ca href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Covered Entity\u003c/strong>\u003cbr>\nAny organization subject to the cap & trade regulation. California’s program covers 360 businesses. The complete list is available as a PDF download from the CARB website.\u003c/p>\n\u003cp>\u003cstrong>Deforestation\u003c/strong>\u003cbr>\nThose practices or processes that result in the conversion of forested lands for non-forest uses. Deforestation contributes to increasing carbon dioxide concentrations for two reasons: 1) the burning or decomposition of the wood releases carbon dioxide; and 2) trees that once removed carbon dioxide from the atmosphere in the process of photosynthesis are no longer present. \u003ca title=\"http://www.epa.gov/climatechange/glossary.html#B\" href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Emissions Cap\u003c/strong>\u003cbr>\nA mandated restraint in a scheduled timeframe that puts a “ceiling” on the total amount of anthropogenic greenhouse gas emissions that can be released into the atmosphere. This can be measured as gross emissions or as net emissions (emissions minus gases that are sequestered). California's cap will increase in 2015, when its cap-and-trade program expands to include more sources, then will decline about 3% each year until 2020, when the cap is expected to be 15% below the 2012 level.\u003cbr>\n\u003ca title=\"http://www.c2es.org/science-impacts/basics/glossary\" href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Fluorinated Gases\u003c/strong>\u003cbr>\nA group of greenhouse gases regulated under California’s cap-and-trade program. Hydrofluorocarbons, perfluorocarbons and sulfur hexafluoride are synthetic, powerful greenhouse gases that are emitted from a variety of industrial processes. Fluorinated gases are sometimes used as substitutes for stratospheric ozone-depleting substances (e.g., chlorofluorocarbons, hydrochlorofluorocarbons and halons). These gases are typically emitted in smaller quantities, but because they are potent greenhouse gases, they are sometimes referred to as High Global Warming Potential gases (\"High-GWP gases\").\u003c/p>\n\u003cp>\u003cstrong>Fossil Fuel\u003c/strong>\u003cbr>\nA general term for organic materials formed from decayed plants and animals that have been converted to crude oil, coal, natural gas or heavy oils by exposure to heat and pressure in the earth's crust over hundreds of millions of years. \u003ca title=\"http://www.epa.gov/climatechange/glossary.html#B\" href=\"http://www.epa.gov/climatechange/glossary.html#B\">(Source: United States Environmental Protection Agency)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Greenhouse Effect\u003c/strong>\u003cbr>\nThe insulating effect of atmospheric greenhouse gases (e.g., water vapor, carbon dioxide, methane, etc.) that keeps the Earth's temperature about 60“F warmer than it would be otherwise. \u003ca href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Greenhouse Gas\u003c/strong>\u003cbr>\nGreenhouse gases (GHGs) are trace gases that control energy flows in the Earth's atmosphere by absorbing infrared radiation. Some GHGs occur naturally in the atmosphere, while others result from human activities. Those \u003ca href=\"http://epa.gov/climatechange/ghgemissions/gases.html\">recognized by the U.S. EPA \u003c/a>include: carbon dioxide (CO2), methane (CH4), nitrous oxide (N2O) and \"fluorinated gases.\" CO2 is the most important GHG released by human activities. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Leakage\u003c/strong>\u003cbr>\nTerm applied to businesses that leave the state rather than submit to cap-and-trade regulation. Sometimes called \"carbon leakage\" because emissions of the relocated industry are no longer regulated by the home state.\u003c/p>\n\u003cp>\u003cstrong>Low-Carbon Fuel Standard (LCFS)\u003c/strong>\u003cbr>\nThe \u003ca href=\"http://www.arb.ca.gov/fuels/lcfs/lcfs.htm\">LCFS\u003c/a> requires fuel providers to ensure that the mix of fuel they sell in the market meets, on average, a declining target for greenhouse gas emissions measured in grams of carbon dioxide equivalent per unit of fuel energy sold. California's LCFS mandates a 10% reduction in the carbon intensity of fuel production and use within California, by 2020. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Methane (CH4)\u003c/strong>\u003cbr>\nCH4 is among the greenhouse gases recognized by the U.S. EPA. Atmospheric CH4 is produced by natural processes but there are also substantial emissions from human activities such as landfills, livestock and livestock wastes, natural gas and petroleum systems, coal mines, rice fields and wastewater treatment. CH4 has a relatively short atmospheric lifetime of approximately 10 years, but its 100-year GWP is currently estimated to be approximately 23 times that of CO2. \u003ca title=\"http://www.c2es.org/science-impacts/basics/glossary\" href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Nitrous Oxide (N2O)\u003c/strong>\u003cbr>\nN2O is among the greenhouse gases recognized by the U.S. EPA. N2O is produced by natural processes but there are also substantial emissions from human activities such as agriculture and fossil fuel combustion. The atmospheric lifetime of N2O is approximately 100 years, and its 100-year GWP is currently estimated to be 296 times that of CO2. \u003ca title=\"http://www.c2es.org/science-impacts/basics/glossary\" href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Offsets\u003c/strong>\u003cbr>\nEmission reduction credits from project-based activities that can be used to meet compliance or corporate objectives as a supplement or alternative to reducing one’s own emissions. In a cap-and-trade scheme, offsets may be used instead of allowances, sometimes up to a limit. California allows the use of offsets to satisfy up to 8% of a company's compliance requirement. Initially four types of offset programs were allowed: expansion of forests and urban forests, methane capture on farms and ranches and reduction of ozone-depleting substances. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Prop 23\u003c/strong>\u003cbr>\nAn unsuccessful statewide ballot measure in 2011, largely financed by oil and gas interests, that sought to suspend California's regulations under AB 32.\u003c/p>\n\u003cp>\u003cstrong>Regional Greenhouse Gas Initiative (RGGI)\u003c/strong>\u003cbr>\nA regional cap-and-trade system that currently includes Connecticut, Delaware, Maine, Maryland, Massachusetts, New Hampshire, New York, Rhode Island and Vermont. The District of Columbia, Pennsylvania, the Eastern Canadian Provinces and New Brunswick are observers in the process. \u003ca href=\"http://www.rggi.org/\">RGGI\u003c/a> covers CO2 emissions from electric power plants in the region, and requires a 10% reduction in these emissions by 2018. The first three-year compliance period started in January 2009. In 2011, the states commenced a review process in order to determine whether to tighten the emissions cap so that emitters would be incentivized to reduce internal emissions further. The review process should be completed in 2013. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source: Point Carbon)\u003c/a>\u003c/p>\n\u003cp>\u003cstrong>Water Vapor (H2O)\u003c/strong>\u003cbr>\nWater vapor is the primary gas responsible for the greenhouse effect. It is believed that increases in temperature caused by anthropogenic (human-caused) emissions of greenhouse gases will increase the amount of water vapor in the atmosphere, resulting in additional warming. \u003ca title=\"http://www.c2es.org/science-impacts/basics/glossary\" href=\"http://www.c2es.org/science-impacts/basics/glossary\">(Source: Center for Climate and Energy Solutions)\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cstrong>Western Climate Initiative (WCI)\u003c/strong>\u003cbr>\nRegional initiative launched in February 2007 by states and provinces, mostly along the western rim of the United States, Canada and Mexico. \u003ca href=\"http://www.westernclimateinitiative.org/\">WCI\u003c/a> is a collaboration of independent jurisdictions working together to identify, evaluate and implement emissions trading policies to tackle climate change at a regional level. Nominally, WCI partners are: California, Quebec, Manitoba, British Columbia and Ontario, but only California and Quebec have passed regulations which aim to reduce greenhouse gas emissions. \u003ca title=\"http://www.pointcarbon.com/1.266906\" href=\"http://www.pointcarbon.com/1.266906\">(Source info: Point Carbon)\u003c/a>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Watching the Atmospheric Rivers Flow",
"title": "Watching the Atmospheric Rivers Flow",
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"content": "\u003cfigure id=\"attachment_46689\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/11/01/watching-the-atmospheric-rivers-flow/atmoriver-2/\" rel=\"attachment wp-att-46689\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/atmoriver.png\" alt=\"\" title=\"atmoriver\" width=\"640\" height=\"360\" class=\"size-full wp-image-46689\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/11/atmoriver.png 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/11/atmoriver-400x225.png 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Atmospheric river of October 13, 2009. NOAA images\u003c/figcaption>\u003c/figure>\n\u003cp>Atmospheric rivers are a 21st-century weather threat that first got their name in 1998, after satellites capable of measuring water vapor in the air began producing images like this one. It shows the chronically humid tropical ocean at the bottom, and long, thin streamers of water vapor threading away from the tropics. It was soon estimated that these streamers—atmospheric rivers or ARs—are responsible for essentially all of the moisture transported out of the tropics.\u003c/p>\n\u003cp>The basic connection between ARs and major precipitation events was obvious. In California, our 20th-century name for these is the Pineapple Express: a huge influx of warm, water-heavy air from the tropical Pacific that overfills the rivers and piles snow on the mountains. Smaller ARs may not cause major floods, but they can bump up river flows by 10 times in a day or two. They deliver to California about one-third of its total water. Clearly ARs are important research topics for both scientific and practical reasons. How do they interact with El Niño/La Niña cycles? How will climate change affect them? How can we better protect ourselves from them?\u003c/p>\n\u003cp>America has just finished going through Hurricane Sandy. Hurricanes are important events, but ARs affect both coasts. The National Oceanic and Atmospheric Administration's \u003ca href=\"http://www.esrl.noaa.gov/psd/atmrivers/\">AR site\u003c/a> points to the notorious \"Snowmageddon\" blizzard of February 2010 as an East Coast example, when a river of Pacific moisture crossed Central America and the Caribbean before drenching the Atlantic states. \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/2012/11/01/watching-the-atmospheric-rivers-flow/atmoriver/\" rel=\"attachment wp-att-46688\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/atmoriver.gif\" alt=\"\" title=\"atmoriver\" width=\"600\" height=\"400\" class=\"aligncenter size-full wp-image-46688\">\u003c/a>\u003c/p>\n\u003cp>Norway got a large AR in the late summer of 2005, and many others are sure to be found in the global weather records. But California seems to be the current champion, maybe because the data is better here. Between 1997 and 2006 there were 42 AR events touching California, of which seven caused major flooding of the type requiring evacuations and triggering large-scale power outages.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Even without knowing their cause, California has had epic floods during its history, and recently emergency planners have begun to take the \"\u003ca href=\"http://geology.about.com/od/geologyandculture/qt/The-Deep-Present.htm\">deep present\u003c/a>\" approach to them. What if the worst example we know, the \u003ca href=\"http://en.wikipedia.org/wiki/Great_Flood_of_1862\">great flood of 1862\u003c/a>, were to recur today? That had the earmarks of an unusually large AR event or a rapid series of them. As the planning agencies contemplated that question, they prepared a scenario in 2010 with the Noachian name \u003ca href=\"http://urbanearth.gps.caltech.edu/winter-storm-2/\">ARkStorm\u003c/a> (for \"AR thousand-year storm\") clearly demonstrating that ARs are our other \"Big One\" beside earthquakes.\u003c/p>\n\u003cp>Since ARkStorm was completed, several agencies have carried its findings forward. In particular, a new Atmospheric River Observatory is nearing completion at Bodega Bay that will conduct crucial ground-based observations of ARs that pass over the Bay Area. The satellite water-vapor data is not enough, because everything else matters too: the elevation where the moisture sits, the winds at different levels, the temperature profile of the lower atmosphere and much more that meteorologists need for the best modeling. After that, the flood predicters add the model's results to their own knowledge of river levels and soil moisture.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>What makes ARs so potent is that they bring in air saturated with tropical moisture, the closer to sea level the wetter. Such air will turn its water to rain almost instantly when lifted up by the Coast Range, and again when it hits the Sierra Nevada. The new AR Observatory at Bodega Bay, like others being built along the west coast, will interrogate the air with radar at various wavelengths, measure rainfall with standard gauges and drop-size distribution with disdrometers, and derive water-vapor content from GPS data (an unforeseen benefit of the universal navigation system). More instruments in the mountains near Cazadero will complement it. The promise is that we will be able to accurately forecast these 21st-century events, and their effects in our neighborhoods, a week or more in advance.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_46689\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/11/01/watching-the-atmospheric-rivers-flow/atmoriver-2/\" rel=\"attachment wp-att-46689\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/atmoriver.png\" alt=\"\" title=\"atmoriver\" width=\"640\" height=\"360\" class=\"size-full wp-image-46689\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/11/atmoriver.png 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/11/atmoriver-400x225.png 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Atmospheric river of October 13, 2009. NOAA images\u003c/figcaption>\u003c/figure>\n\u003cp>Atmospheric rivers are a 21st-century weather threat that first got their name in 1998, after satellites capable of measuring water vapor in the air began producing images like this one. It shows the chronically humid tropical ocean at the bottom, and long, thin streamers of water vapor threading away from the tropics. It was soon estimated that these streamers—atmospheric rivers or ARs—are responsible for essentially all of the moisture transported out of the tropics.\u003c/p>\n\u003cp>The basic connection between ARs and major precipitation events was obvious. In California, our 20th-century name for these is the Pineapple Express: a huge influx of warm, water-heavy air from the tropical Pacific that overfills the rivers and piles snow on the mountains. Smaller ARs may not cause major floods, but they can bump up river flows by 10 times in a day or two. They deliver to California about one-third of its total water. Clearly ARs are important research topics for both scientific and practical reasons. How do they interact with El Niño/La Niña cycles? How will climate change affect them? How can we better protect ourselves from them?\u003c/p>\n\u003cp>America has just finished going through Hurricane Sandy. Hurricanes are important events, but ARs affect both coasts. The National Oceanic and Atmospheric Administration's \u003ca href=\"http://www.esrl.noaa.gov/psd/atmrivers/\">AR site\u003c/a> points to the notorious \"Snowmageddon\" blizzard of February 2010 as an East Coast example, when a river of Pacific moisture crossed Central America and the Caribbean before drenching the Atlantic states. \u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/2012/11/01/watching-the-atmospheric-rivers-flow/atmoriver/\" rel=\"attachment wp-att-46688\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/11/atmoriver.gif\" alt=\"\" title=\"atmoriver\" width=\"600\" height=\"400\" class=\"aligncenter size-full wp-image-46688\">\u003c/a>\u003c/p>\n\u003cp>Norway got a large AR in the late summer of 2005, and many others are sure to be found in the global weather records. But California seems to be the current champion, maybe because the data is better here. Between 1997 and 2006 there were 42 AR events touching California, of which seven caused major flooding of the type requiring evacuations and triggering large-scale power outages.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Even without knowing their cause, California has had epic floods during its history, and recently emergency planners have begun to take the \"\u003ca href=\"http://geology.about.com/od/geologyandculture/qt/The-Deep-Present.htm\">deep present\u003c/a>\" approach to them. What if the worst example we know, the \u003ca href=\"http://en.wikipedia.org/wiki/Great_Flood_of_1862\">great flood of 1862\u003c/a>, were to recur today? That had the earmarks of an unusually large AR event or a rapid series of them. As the planning agencies contemplated that question, they prepared a scenario in 2010 with the Noachian name \u003ca href=\"http://urbanearth.gps.caltech.edu/winter-storm-2/\">ARkStorm\u003c/a> (for \"AR thousand-year storm\") clearly demonstrating that ARs are our other \"Big One\" beside earthquakes.\u003c/p>\n\u003cp>Since ARkStorm was completed, several agencies have carried its findings forward. In particular, a new Atmospheric River Observatory is nearing completion at Bodega Bay that will conduct crucial ground-based observations of ARs that pass over the Bay Area. The satellite water-vapor data is not enough, because everything else matters too: the elevation where the moisture sits, the winds at different levels, the temperature profile of the lower atmosphere and much more that meteorologists need for the best modeling. After that, the flood predicters add the model's results to their own knowledge of river levels and soil moisture.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>What makes ARs so potent is that they bring in air saturated with tropical moisture, the closer to sea level the wetter. Such air will turn its water to rain almost instantly when lifted up by the Coast Range, and again when it hits the Sierra Nevada. The new AR Observatory at Bodega Bay, like others being built along the west coast, will interrogate the air with radar at various wavelengths, measure rainfall with standard gauges and drop-size distribution with disdrometers, and derive water-vapor content from GPS data (an unforeseen benefit of the universal navigation system). More instruments in the mountains near Cazadero will complement it. The promise is that we will be able to accurately forecast these 21st-century events, and their effects in our neighborhoods, a week or more in advance.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2012/10/20121022science.mp3\u003c/p>\n\u003cfigure id=\"attachment_46106\" class=\"wp-caption alignleft\" style=\"max-width: 323px\">\u003cimg class=\"size-full wp-image-46106 \" title=\"Tianjinpanorama640x360\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/Tianjinpanorama640x360.jpg\" alt=\"\" width=\"323\" height=\"177\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/10/Tianjinpanorama640x360.jpg 673w, https://ww2.kqed.org/app/uploads/sites/39/2012/10/Tianjinpanorama640x360-400x219.jpg 400w, https://ww2.kqed.org/app/uploads/sites/39/2012/10/Tianjinpanorama640x360-672x369.jpg 672w\" sizes=\"(max-width: 323px) 100vw, 323px\">\u003cfigcaption class=\"wp-caption-text\">A sustainable city built from scratch: That's what developers are aiming for with Tianjin Eco-city. Photo: Marjorie Sun\u003c/figcaption>\u003c/figure>\n\u003cp>From green building rules to carpool privileges for electric cars, California has moved in recent years to plan for a more sustainable future. It’s a trend here, but nowhere is the urgency greater than in China, where hundreds of millions of people are moving to cities in pursuit of a better life.\u003c/p>\n\u003cp>China’s urbanization has come at a tremendous cost: pollution, traffic congestion, surging energy use and more carbon dioxide emissions. Now, China is partnering with experts in the Bay Area on a huge experiment—building new cities to be environmentally sustainable.\u003c/p>\n\u003cp>\u003cstrong>China’s Eco-city Showcase\u003c/strong>\u003c/p>\n\u003cp>Zhang Xi is a pretty, willowy woman. And she’s an urban pioneer. She and her family are among the first tenants of Tianjin Eco-city, a showcase for China’s push to build sustainable cities from scratch. Zhang moved here from Beijing, about an hour to the north by bullet train. She was enticed by a new job and a shorter commute to work. Much shorter.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It’s just three minutes by elevator, so it's really convenient,” Zhang told me through a translator. She \"used to take the subway for half an hour, then change to a bus. That would take one hour.\"\u003c/p>\n\u003cp>Now Zhang, a customer service rep, lives and works in the same high-rise. Her quick commute—albeit an extreme case--is one of the core principles of an eco-city: cut car use. Walkable streets are key too-- short city blocks, intersections that are easy to cross.\u003c/p>\n\u003cp>The area bears no resemblance to what was here just a few years ago. \"When this project was first conceived in 2007, this was just a barren site,” said Ho Tong Yen, CEO of the company developing the Tianjin Eco-city and the visionary for this $8 billion experiment. “It comprised saline and alkaline land, polluted water bodies. There was nothing inherently ‘eco’ about this site at all.\"\u003c/p>\n\u003cp>But with the backing of the governments of China and Singapore, developers cleaned up the site. Clusters of new high-rises now dot the flat terrain here, with more under construction. There’s a mix of public housing and private, upscale apartments, all built to be energy-efficient.\u003c/p>\n\u003cp>Five thousand families have already bought homes here. By 2020, if plans pan out, Tianjin Eco-city will swell to 350,000--nearly the size of Oakland. This development is one of dozens of pilot projects around China spearheaded by the central government to serve as models for future cities.\u003c/p>\n\u003cp>\u003cstrong>Rural Migration Fuels Urban Problems\u003c/strong>\u003c/p>\n\u003cp>The need is urgent. In the past year, the number of people living in cities here surpassed the rural population for the first time. While this migration has fueled China’s remarkable economic boom, major cities--like Beijing—are beset with pollution and traffic congestion, which wastes energy. What’s more, commutes between home and work are often long, which means more pollution and greenhouse gases. That’s because single-use zoning often separates commercial districts from residential areas.\u003c/p>\n\u003cp>The problems are sure to worsen without better planning. By 2030, as many as 300 million more Chinese are expected to move from the countryside to urban areas. That’s enough people to create 79 cities the size of Los Angeles.\u003c/p>\n\u003cp>\u003cstrong>Tapping California for Advice\u003c/strong>\u003c/p>\n\u003cp>So to prepare for that, several Chinese cities have partnered with a Bay Area firm for advice. One tip they got from Peter Calthorpe, president of Calthorpe Associates, an urban design group based in Berkeley: good urban design comes first, then add clean technology.\u003c/p>\n\u003cp>When the mayor of a major Chinese city asked Calthorpe to redesign an area for a million-and-a-half people, the first things to go were the really long city blocks that are typical here. \"We got in and modified the street system so there were more human-scale blocks and smaller streets everywhere,” says Calthorpe. “We mixed the land use so you didn’t have to walk very far to school, parks or stores. And we concentrated development around the transit stations.”\u003c/p>\n\u003cp>Calthorpe has applied some of the same principles to projects in the Bay Area, including new developments at Alameda Point and Bay Meadows in San Mateo.\u003c/p>\n\u003cp>\u003cstrong>How ‘Eco’ is Tianjin Eco-City?\u003c/strong>\u003c/p>\n\u003cp>But Tianjin Eco-city executive Ho Tong Yen says, \"There is no one definition of what it means to be an eco-city. So what we have done is put together a set of key performance indicators, which we think are stretch targets; they are ambitious but achievable.” Those include 20% of the town’s electricity from renewable sources (low by some standards today), and half its water from harvesting rain and other “non-traditional” sources.\u003c/p>\n\u003cp>At a popular new Korean restaurant in Tianjin Eco-city, it’s lunchtime and the place is packed. The restaurant is just a couple minutes walk from apartments and offices. Eventually there will be a light rail system and a large park extending through the middle of the city. But clearly there are still some design flaws to work out.\u003c/p>\n\u003cp>\"So just to get around the corner and up the street you have to walk a really long way,” says Cecilia Springer. She’s a Fulbright scholar who’s studied Tianjin Eco-city. “You can't really cut through the middle of the blocks.\" She also points out that to get to the closest major city center--in Tianjin--you have to get in a car and drive at least a half an hour. \"So one could call it a Chinese suburb,” Springer says, “and that raises a lot of questions of how green can a suburb can really be.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Another valid question is how many “green suburbs” it will take to arrest the environmental consequences of China’s economic growth. It’s a race against time as millions more migrate to the nation’s cities and China’s growing middle class pursues a more comfortable, “Western” lifestyle.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_46106\" class=\"wp-caption alignleft\" style=\"max-width: 323px\">\u003cimg class=\"size-full wp-image-46106 \" title=\"Tianjinpanorama640x360\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/Tianjinpanorama640x360.jpg\" alt=\"\" width=\"323\" height=\"177\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/10/Tianjinpanorama640x360.jpg 673w, https://ww2.kqed.org/app/uploads/sites/39/2012/10/Tianjinpanorama640x360-400x219.jpg 400w, https://ww2.kqed.org/app/uploads/sites/39/2012/10/Tianjinpanorama640x360-672x369.jpg 672w\" sizes=\"(max-width: 323px) 100vw, 323px\">\u003cfigcaption class=\"wp-caption-text\">A sustainable city built from scratch: That's what developers are aiming for with Tianjin Eco-city. Photo: Marjorie Sun\u003c/figcaption>\u003c/figure>\n\u003cp>From green building rules to carpool privileges for electric cars, California has moved in recent years to plan for a more sustainable future. It’s a trend here, but nowhere is the urgency greater than in China, where hundreds of millions of people are moving to cities in pursuit of a better life.\u003c/p>\n\u003cp>China’s urbanization has come at a tremendous cost: pollution, traffic congestion, surging energy use and more carbon dioxide emissions. Now, China is partnering with experts in the Bay Area on a huge experiment—building new cities to be environmentally sustainable.\u003c/p>\n\u003cp>\u003cstrong>China’s Eco-city Showcase\u003c/strong>\u003c/p>\n\u003cp>Zhang Xi is a pretty, willowy woman. And she’s an urban pioneer. She and her family are among the first tenants of Tianjin Eco-city, a showcase for China’s push to build sustainable cities from scratch. Zhang moved here from Beijing, about an hour to the north by bullet train. She was enticed by a new job and a shorter commute to work. Much shorter.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“It’s just three minutes by elevator, so it's really convenient,” Zhang told me through a translator. She \"used to take the subway for half an hour, then change to a bus. That would take one hour.\"\u003c/p>\n\u003cp>Now Zhang, a customer service rep, lives and works in the same high-rise. Her quick commute—albeit an extreme case--is one of the core principles of an eco-city: cut car use. Walkable streets are key too-- short city blocks, intersections that are easy to cross.\u003c/p>\n\u003cp>The area bears no resemblance to what was here just a few years ago. \"When this project was first conceived in 2007, this was just a barren site,” said Ho Tong Yen, CEO of the company developing the Tianjin Eco-city and the visionary for this $8 billion experiment. “It comprised saline and alkaline land, polluted water bodies. There was nothing inherently ‘eco’ about this site at all.\"\u003c/p>\n\u003cp>But with the backing of the governments of China and Singapore, developers cleaned up the site. Clusters of new high-rises now dot the flat terrain here, with more under construction. There’s a mix of public housing and private, upscale apartments, all built to be energy-efficient.\u003c/p>\n\u003cp>Five thousand families have already bought homes here. By 2020, if plans pan out, Tianjin Eco-city will swell to 350,000--nearly the size of Oakland. This development is one of dozens of pilot projects around China spearheaded by the central government to serve as models for future cities.\u003c/p>\n\u003cp>\u003cstrong>Rural Migration Fuels Urban Problems\u003c/strong>\u003c/p>\n\u003cp>The need is urgent. In the past year, the number of people living in cities here surpassed the rural population for the first time. While this migration has fueled China’s remarkable economic boom, major cities--like Beijing—are beset with pollution and traffic congestion, which wastes energy. What’s more, commutes between home and work are often long, which means more pollution and greenhouse gases. That’s because single-use zoning often separates commercial districts from residential areas.\u003c/p>\n\u003cp>The problems are sure to worsen without better planning. By 2030, as many as 300 million more Chinese are expected to move from the countryside to urban areas. That’s enough people to create 79 cities the size of Los Angeles.\u003c/p>\n\u003cp>\u003cstrong>Tapping California for Advice\u003c/strong>\u003c/p>\n\u003cp>So to prepare for that, several Chinese cities have partnered with a Bay Area firm for advice. One tip they got from Peter Calthorpe, president of Calthorpe Associates, an urban design group based in Berkeley: good urban design comes first, then add clean technology.\u003c/p>\n\u003cp>When the mayor of a major Chinese city asked Calthorpe to redesign an area for a million-and-a-half people, the first things to go were the really long city blocks that are typical here. \"We got in and modified the street system so there were more human-scale blocks and smaller streets everywhere,” says Calthorpe. “We mixed the land use so you didn’t have to walk very far to school, parks or stores. And we concentrated development around the transit stations.”\u003c/p>\n\u003cp>Calthorpe has applied some of the same principles to projects in the Bay Area, including new developments at Alameda Point and Bay Meadows in San Mateo.\u003c/p>\n\u003cp>\u003cstrong>How ‘Eco’ is Tianjin Eco-City?\u003c/strong>\u003c/p>\n\u003cp>But Tianjin Eco-city executive Ho Tong Yen says, \"There is no one definition of what it means to be an eco-city. So what we have done is put together a set of key performance indicators, which we think are stretch targets; they are ambitious but achievable.” Those include 20% of the town’s electricity from renewable sources (low by some standards today), and half its water from harvesting rain and other “non-traditional” sources.\u003c/p>\n\u003cp>At a popular new Korean restaurant in Tianjin Eco-city, it’s lunchtime and the place is packed. The restaurant is just a couple minutes walk from apartments and offices. Eventually there will be a light rail system and a large park extending through the middle of the city. But clearly there are still some design flaws to work out.\u003c/p>\n\u003cp>\"So just to get around the corner and up the street you have to walk a really long way,” says Cecilia Springer. She’s a Fulbright scholar who’s studied Tianjin Eco-city. “You can't really cut through the middle of the blocks.\" She also points out that to get to the closest major city center--in Tianjin--you have to get in a car and drive at least a half an hour. \"So one could call it a Chinese suburb,” Springer says, “and that raises a lot of questions of how green can a suburb can really be.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Another valid question is how many “green suburbs” it will take to arrest the environmental consequences of China’s economic growth. It’s a race against time as millions more migrate to the nation’s cities and China’s growing middle class pursues a more comfortable, “Western” lifestyle.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Ford's C-MAX Takes On The Toyota Prius ",
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"content": "\u003cfigure id=\"attachment_44058\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/10/08/fords-c-max-takes-on-the-toyota-prius/cmax4-2/\" rel=\"attachment wp-att-44058\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/09/CMAX41.jpg\" alt=\"Ford's C-Max Hybrid\" title=\"Ford's C-Max Hybrid\" width=\"640\" height=\"392\" class=\"size-full wp-image-44058\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/09/CMAX41.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/09/CMAX41-400x245.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ford's C-Max Hybrid\u003c/figcaption>\u003c/figure>\n\u003cp>Ford has issued a hybrid throw down to Toyota. \u003c/p>\n\u003cp>A lot of effort went into besting the maker of the world's top selling hybrids. Specifically, the U.S. car maker is going after Toyota's family hybrid, the 2012 Prius V. \u003ca href=\"http://www.ford.com/cars/cmax/\">Ford's 2013 C-Max, \u003c/a> will be replacing the popular hybrid Escape in the company's line up. \u003c/p>\n\u003cp>Having driven the \u003ca href=\"http://www.toyotanewsroom.com/press_kits.cfm?presskit_id=39\"> Prius V \u003c/a>, I was interested in seeing the difference between the two cars. The C-Max is cheaper ($25,995, starting price) than the Prius V and it has more fuel economy (with an EPA rating of 47 city/hwy). Also, Ford's C-Max Hybrid is faster than the Prius V and even though it doesn't take off like my all electric Leaf, it has more kick than the Prius. \u003c/p>\n\u003cp>\u003cstrong>The Battle Of The Hybrids\u003c/strong>\u003c/p>\n\u003cp> I had a chance to test drive the 2013 C-Max recently and, honestly, I like it better than the Prius. Maybe driving the higher trim level SEL had something to do with it ($5,000 more than base). \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The C-Max has more head room and more passenger space. This is partly due to the fact that Toyota has, in my opinion, gone overboard on its aerodynamic roof shape. Still, Toyota has improved in one area of its roof line and that is its rear window design. The Prius V is much easier to see out of than previous models and Ford's C-Max has a decent size rear window, as well. \u003c/p>\n\u003cp>Did i mention the lift gate on the C-Max? If your hands are full, you can just kick under the back of the car, the hatch back opens and lets you load your things. On a weekend trip up to Calistoga I was able to throw my road bike in (with the front wheel off). While Toyota wins on cargo space behind the front seats, I found the C-Max wagon had plenty of room for me and the overall inside volume is bigger than the Prius V.\u003c/p>\n\u003cfigure id=\"attachment_44059\" class=\"wp-caption alignnone\" style=\"max-width: 635px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/10/08/fords-c-max-takes-on-the-toyota-prius/cmax8/\" rel=\"attachment wp-att-44059\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/09/CMAX8.jpg\" alt=\"Cargo space for Ford's C-Max\" title=\"Cargo space for Ford's C-Max\" width=\"635\" height=\"383\" class=\"size-full wp-image-44059\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/09/CMAX8.jpg 635w, https://ww2.kqed.org/app/uploads/sites/39/2012/09/CMAX8-400x241.jpg 400w\" sizes=\"(max-width: 635px) 100vw, 635px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cargo space for Ford's C-Max\u003c/figcaption>\u003c/figure>\n\u003cp>There is plenty of high tech in the new C-Max. There are two bright LCD displays next to the mileage indicator, one of them measures how green you are driving by displaying \"efficiency leaves.\" I found these glossy leaves much nicer to look at than the Nissan Leaf's clunky Christmas trees. The dashboard is also much more attractive than the Prius V. The C-Max has Ford's infotainment system, MyFord Touch, which can be accessed from buttons on the steering wheel, on the dashboard or by voice command. I must admit I don't know how difficult it is to pair the phone as I had the Ford rep sync mine for the trip. The steering wheel felt a little too busy to me and it takes a while to get the hang of the MyFord Touch system.\u003c/p>\n\u003cfigure id=\"attachment_45820\" class=\"wp-caption alignnone\" style=\"max-width: 636px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/10/08/fords-c-max-takes-on-the-toyota-prius/c-max-vs-prius-v-comparison-10-4-jpg-sthumbnails-638-486-png/\" rel=\"attachment wp-att-45820\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/C-max-vs-Prius-V-comparison-10.4.jpg.sthumbnails.638.486.png.jpg\" alt=\"C-Max vs. Prius V\" title=\"C-Max vs. Prius V\" width=\"636\" height=\"445\" class=\"size-full wp-image-45820\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/10/C-max-vs-Prius-V-comparison-10.4.jpg.sthumbnails.638.486.png.jpg 636w, https://ww2.kqed.org/app/uploads/sites/39/2012/10/C-max-vs-Prius-V-comparison-10.4.jpg.sthumbnails.638.486.png-400x280.jpg 400w\" sizes=\"(max-width: 636px) 100vw, 636px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ford's C-Max vs.Toyota's Prius V. Photo: Shopautoweek.com\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\n\u003cp>Compared to the Prius V, the C-Max is cheaper, faster and more fuel efficient (I averaged about 41mpg on my drive). It also has more technology and more room. You can't argue with that. But there is a lot to be said about the power of the Prius name recognition. The battle will soon heat up when Ford releases the C-Max Energi Hybrid plug-in. That model has Toyota's new Prius Hybrid Plug-in in its cross hairs and is expected to be out by years end. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_44058\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/10/08/fords-c-max-takes-on-the-toyota-prius/cmax4-2/\" rel=\"attachment wp-att-44058\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/09/CMAX41.jpg\" alt=\"Ford's C-Max Hybrid\" title=\"Ford's C-Max Hybrid\" width=\"640\" height=\"392\" class=\"size-full wp-image-44058\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/09/CMAX41.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/09/CMAX41-400x245.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ford's C-Max Hybrid\u003c/figcaption>\u003c/figure>\n\u003cp>Ford has issued a hybrid throw down to Toyota. \u003c/p>\n\u003cp>A lot of effort went into besting the maker of the world's top selling hybrids. Specifically, the U.S. car maker is going after Toyota's family hybrid, the 2012 Prius V. \u003ca href=\"http://www.ford.com/cars/cmax/\">Ford's 2013 C-Max, \u003c/a> will be replacing the popular hybrid Escape in the company's line up. \u003c/p>\n\u003cp>Having driven the \u003ca href=\"http://www.toyotanewsroom.com/press_kits.cfm?presskit_id=39\"> Prius V \u003c/a>, I was interested in seeing the difference between the two cars. The C-Max is cheaper ($25,995, starting price) than the Prius V and it has more fuel economy (with an EPA rating of 47 city/hwy). Also, Ford's C-Max Hybrid is faster than the Prius V and even though it doesn't take off like my all electric Leaf, it has more kick than the Prius. \u003c/p>\n\u003cp>\u003cstrong>The Battle Of The Hybrids\u003c/strong>\u003c/p>\n\u003cp> I had a chance to test drive the 2013 C-Max recently and, honestly, I like it better than the Prius. Maybe driving the higher trim level SEL had something to do with it ($5,000 more than base). \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The C-Max has more head room and more passenger space. This is partly due to the fact that Toyota has, in my opinion, gone overboard on its aerodynamic roof shape. Still, Toyota has improved in one area of its roof line and that is its rear window design. The Prius V is much easier to see out of than previous models and Ford's C-Max has a decent size rear window, as well. \u003c/p>\n\u003cp>Did i mention the lift gate on the C-Max? If your hands are full, you can just kick under the back of the car, the hatch back opens and lets you load your things. On a weekend trip up to Calistoga I was able to throw my road bike in (with the front wheel off). While Toyota wins on cargo space behind the front seats, I found the C-Max wagon had plenty of room for me and the overall inside volume is bigger than the Prius V.\u003c/p>\n\u003cfigure id=\"attachment_44059\" class=\"wp-caption alignnone\" style=\"max-width: 635px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/10/08/fords-c-max-takes-on-the-toyota-prius/cmax8/\" rel=\"attachment wp-att-44059\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/09/CMAX8.jpg\" alt=\"Cargo space for Ford's C-Max\" title=\"Cargo space for Ford's C-Max\" width=\"635\" height=\"383\" class=\"size-full wp-image-44059\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/09/CMAX8.jpg 635w, https://ww2.kqed.org/app/uploads/sites/39/2012/09/CMAX8-400x241.jpg 400w\" sizes=\"(max-width: 635px) 100vw, 635px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Cargo space for Ford's C-Max\u003c/figcaption>\u003c/figure>\n\u003cp>There is plenty of high tech in the new C-Max. There are two bright LCD displays next to the mileage indicator, one of them measures how green you are driving by displaying \"efficiency leaves.\" I found these glossy leaves much nicer to look at than the Nissan Leaf's clunky Christmas trees. The dashboard is also much more attractive than the Prius V. The C-Max has Ford's infotainment system, MyFord Touch, which can be accessed from buttons on the steering wheel, on the dashboard or by voice command. I must admit I don't know how difficult it is to pair the phone as I had the Ford rep sync mine for the trip. The steering wheel felt a little too busy to me and it takes a while to get the hang of the MyFord Touch system.\u003c/p>\n\u003cfigure id=\"attachment_45820\" class=\"wp-caption alignnone\" style=\"max-width: 636px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/10/08/fords-c-max-takes-on-the-toyota-prius/c-max-vs-prius-v-comparison-10-4-jpg-sthumbnails-638-486-png/\" rel=\"attachment wp-att-45820\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/C-max-vs-Prius-V-comparison-10.4.jpg.sthumbnails.638.486.png.jpg\" alt=\"C-Max vs. Prius V\" title=\"C-Max vs. Prius V\" width=\"636\" height=\"445\" class=\"size-full wp-image-45820\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/10/C-max-vs-Prius-V-comparison-10.4.jpg.sthumbnails.638.486.png.jpg 636w, https://ww2.kqed.org/app/uploads/sites/39/2012/10/C-max-vs-Prius-V-comparison-10.4.jpg.sthumbnails.638.486.png-400x280.jpg 400w\" sizes=\"(max-width: 636px) 100vw, 636px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Ford's C-Max vs.Toyota's Prius V. Photo: Shopautoweek.com\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\n\u003cp>Compared to the Prius V, the C-Max is cheaper, faster and more fuel efficient (I averaged about 41mpg on my drive). It also has more technology and more room. You can't argue with that. But there is a lot to be said about the power of the Prius name recognition. The battle will soon heat up when Ford releases the C-Max Energi Hybrid plug-in. That model has Toyota's new Prius Hybrid Plug-in in its cross hairs and is expected to be out by years end. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_45684\" class=\"wp-caption alignleft\" style=\"max-width: 340px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/10/05/kqed-science-news-coverage-expands/cwphoto/\" rel=\"attachment wp-att-45684\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/10/CWPHOTO.jpg\" alt=\"KQED Climate Watch team\" title=\"KQED Climate Watch team\" width=\"340\" height=\"258\" class=\"size-full wp-image-45684\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">KQED Climate Watch team\u003c/figcaption>\u003c/figure>\n\u003cp>\u003ca href=\"http://www.kqed.org/\">KQED \u003c/a>is expanding and improving our award-winning science and environment coverage. \u003ca href=\"https://ww2.kqed.org/quest/author/cmiller/\">Craig Miller\u003c/a> and \u003ca href=\"http://ww2.kqed.org/quest/author/mollysamuel/\">Molly Samuel\u003c/a>, who have produced KQED's \u003ca href=\"http://blogs.kqed.org/climatewatch/\">\"Climate Watch\"\u003c/a> series, are joining the radio, TV, interactive and education producers at our \u003ca href=\"http://kqed.org/quest\">\"QUEST\"\u003c/a> series. The new team is called \"KQED Science,\" and we will continue to cover science and environment news for KQED Public Radio; produce the science \u003ca href=\"http://ww2.kqed.org/quest/video/some-bugs-like-it-hot-climate-change-and-agricultural-pests/\">television series “QUEST\u003c/a>;” work with science educators and explore science and environment issues in Northern California for \u003ca href=\"http://ww2.kqed.org/quest/blog/\">KQED online\u003c/a> and \u003ca href=\"https://twitter.com/KQEDscience\">social media.\u003c/a> We are now the largest team covering science and environment news at any media company in Northern California.\u003c/p>\n\u003cp>Look for more exciting changes in the months to come. But starting this week, the excellent climate, water and energy coverage produced by Craig and Molly can now be found on this site, heard on KQED Public Radio 88.5FM and seen on KQED Public Television 9. \u003ca href=\"http://blogs.kqed.org/climatewatch/2012/10/01/climate-watch-joins-new-kqed-science-unit/\">Read more about the changes.\u003c/a>. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>When you make that long drive up or down I-5, look east. You see fields and orchards stretching to the Sierra, livestock and this time of year, lots of tomato trucks. What you don’t see is California’s largest permanent reservoir. Because it’s underground in the rock formations known as “aquifers.”\u003c/p>\n\u003cp>For years, farms and cities have pumped water out to meet their needs. But now, as water supplies dwindle, there’s a major movement afoot to put some water back.\u003c/p>\n\u003cp>On a recent trip to Kern County, Harry Starkey unlocked the gate to some big electric pumps, to explain how. We were somewhere west of Bakersfield, surrounded by low-lying fields known as the “North Recharge and Recovery project for the West Kern Water District.\"\u003c/p>\n\u003cp>Starkey is general manager of the District. But he’s also a banker. And these pumps are his “ATM.” Deposits are made here--not in dollars--but in acre-feet of water.\u003c/p>\n\u003cp>“It’s a lot more impressive when there’s water in it,” said Starkey. On this predictably hot, dry day in the San Joaquin Valley, there was no water anywhere in sight.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>West Kern was the first to formally start using the aquifers that lie underneath the San Joaquin Valley as the vault for what’s come to be known as “groundwater banking.” That was nearly 40 years ago. Now it’s one of almost a dozen groundwater banks in the region, designed to capture water in wet years and save it for a non-rainy day.\u003c/p>\n\u003cp>“We can take these high-flow occurrences, these flashy occasions when water arrives and there’s no home for it, the farmers don’t need it, the reservoirs are full in southern California, and then we have the ability to store that water underground,” explained Starkey.\u003c/p>\n\u003cp>His district doesn’t have any groundwater of its own. It’s had to buy land outside the district and pipe water to it, to let it soak in.\u003c/p>\n\u003cp>“And so what you’re looking for are sandy soils,” he continued. “And where do you find those? You find them proximate to river courses.”\u003c/p>\n\u003cp>Tapping the occasional spring pulse from the Kern River and other sources, water banks in this part of state have been able to squirrel away as much as three million acre-feet of water, equivalent to more than half the capacity of Shasta Lake...as near as they can tell.\u003c/p>\n\u003cp>It’s not exactly the kind of banking you’re used to, where you go down to the ATM, feed it some cash or a check, it spits out a receipt and you know exactly how much money you have in your account and how much you can take out. With groundwater banking, the “vault” is an unseen rock formation somewhere underground, so checking your balance involves a little more guesswork.\u003c/p>\n\u003cp>“Right now, it’s ‘current balance’ we think,” says Eric Averett, who runs the Rosedale-Rio Bravo Water Storage District on the west side of Bakersfield. “But everyone’s looking at that balance and saying, ‘I’m not sure I agree with that.’” In 2010, his district ended up in court with some neighboring water bankers, when it seemed like some of his customers’ “deposits” had diminished. Their wells were drying up.\u003c/p>\n\u003cfigure id=\"attachment_45306\" class=\"wp-caption alignleft\" style=\"max-width: 337px\">\u003cimg class=\"size-medium wp-image-45306\" title=\"IMG_2527\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/09/IMG_2527-337x253.jpg\" alt=\"\" width=\"337\" height=\"253\">\u003cfigcaption class=\"wp-caption-text\">Harry Starkey at the “ATM.” Pumps like this are the tools for making “deposits” and “withdrawals” at Kern County’s various water banks. Starkey’s West Kern Water District is adding a solar array to power these pumps. Photo: Craig Miller\u003c/figcaption>\u003c/figure>\n\u003cp>“Clearly the groundwater system is a dynamic system,” he told me. “It’s like a river underneath the ground, and it does move and the benefits associated with the water when you put them into the ground are transient. And I think we’re learning that.”\u003c/p>\n\u003cp>They’ve learned, for instance, that about four percent of the water put into the ground may not come back out. It can migrate to another place and become irretrievable--think of it as Nature’s ATM fee.\u003c/p>\n\u003cp>Still, groundwater banking is getting big buzz in water circles of late, because frankly, it beats the alternative: building more dams and reservoirs to store surface water. It beats it from a financial standpoint--and is far more palatable to environmentalists.\u003c/p>\n\u003cp>Not that it’s cheap. It takes a lot of expensive plumbing to pump and move the water around to where it’s stored and retrieved. Districts down here just completed a $60 million-dollar expansion of something called the Cross Valley Canal, to shuttle water back and forth between the east and west sides of the Valley. But that’s chicken feed compared to the price of a new dam.\u003c/p>\n\u003cp>“I think water banking has proven out,” says Starkey. “It’s now sexy to kind of embrace it and look at it and people are wanting to borrow from what’s being done here.”\u003c/p>\n\u003cp>He says water planners and managers from all over the world have come through to study Kern’s approach to groundwater banking. It’s not surprising. Aquifers around the world are severely overdrawn, including some in the Central Valley—in particular, the area near Bakersfield known as the Tulare Basin. Managing Southern California’s surface and groundwater together, aan approach known to water wonks as “conjunctive management,” could ease that problem and mean far less reliance on water imported from the fragile Sacramento Delta--if they can get it right.\u003c/p>\n\u003cp>“Within Kern we’re saying we better start doing these things, and we better start doing them together,” concedes Averett. He and others have put their legal squabbles on hold while they work out the kinks. California’s groundwater has been called the least monitored, least regulated in the nation. State regulators are under pressure to fix that and are watching this experiment closely.\u003c/p>\n\u003cp>“There have been a few hiccups along the way,” says Ellen Hanak, a water analyst with the Public Policy Institute of California. But Hanak is impressed with the experiment so far, and agrees that in the long run, the most efficient way to manage groundwater is by the folks sitting on top of it.\u003c/p>\n\u003cp>Officials in the Valley are racing to prove that they can manage groundwater resources without more regulation. “We understand it from a technical standpoint, from an institutional standpoint, in a way that the state of California never could,” says Starkey. His colleague Averett puts it more bluntly: “We’re all kind of in this together, sink or swim. We all rely upon this geologic formation for our groundwater. And you know, we’re gonna live or die together.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cem>The television documentary, \u003c/em>Heat and Harvest\u003cem>, premieres tonight at 7:30on KQED 9. And you'll find the entire multimedia series on KQED’s \u003ca href=\"http://ww2.kqed.org/quest/series/heat-and-harvest/\">Heat and Harvest website\u003c/a>.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>West Kern was the first to formally start using the aquifers that lie underneath the San Joaquin Valley as the vault for what’s come to be known as “groundwater banking.” That was nearly 40 years ago. Now it’s one of almost a dozen groundwater banks in the region, designed to capture water in wet years and save it for a non-rainy day.\u003c/p>\n\u003cp>“We can take these high-flow occurrences, these flashy occasions when water arrives and there’s no home for it, the farmers don’t need it, the reservoirs are full in southern California, and then we have the ability to store that water underground,” explained Starkey.\u003c/p>\n\u003cp>His district doesn’t have any groundwater of its own. It’s had to buy land outside the district and pipe water to it, to let it soak in.\u003c/p>\n\u003cp>“And so what you’re looking for are sandy soils,” he continued. “And where do you find those? 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"imageAlt": "KQED The California Report",
"officialWebsiteLink": "/californiareport",
"meta": {
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"source": "kqed",
"order": 8
},
"link": "/californiareport",
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"amazon": "https://music.amazon.com/podcasts/26099305-72af-4542-9dde-ac1807fe36d5/kqed-s-the-california-report",
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}
},
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"id": "californiareportmagazine",
"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",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-California-Report-Magazine-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/californiareportmagazine",
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"order": 10
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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"rss": "https://ww2.kqed.org/news/tag/tcrmag/feed/podcast"
}
},
"city-arts": {
"id": "city-arts",
"title": "City Arts & Lectures",
"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",
"officialWebsiteLink": "https://www.cityarts.net/",
"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
"site": "news",
"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
"subscribe": {
"tuneIn": "https://tunein.com/radio/City-Arts-and-Lectures-p692/",
"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
"title": "Close All Tabs",
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"info": "Close All Tabs breaks down how digital culture shapes our world through thoughtful insights and irreverent humor.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/02/CAT_2_Tile-scaled.jpg",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
"link": "/podcasts/closealltabs",
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"meta": {
"site": "radio",
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"link": "/radio/program/code-switch-life-kit",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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},
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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.",
"airtime": "THU 10pm, FRI 1am",
"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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}
},
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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.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"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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"meta": {
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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},
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"id": "freakonomics-radio",
"title": "Freakonomics Radio",
"info": "Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. It is produced in partnership with WNYC.",
"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",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
"rss": "https://feeds.feedburner.com/freakonomicsradio"
}
},
"fresh-air": {
"id": "fresh-air",
"title": "Fresh Air",
"info": "Hosted by Terry Gross, \u003cem>Fresh Air from WHYY\u003c/em> is the Peabody Award-winning weekday magazine of contemporary arts and issues. One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.",
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"link": "/radio/program/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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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"here-and-now": {
"id": "here-and-now",
"title": "Here & Now",
"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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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
"title": "Hidden Brain",
"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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"officialWebsiteLink": "https://www.npr.org/series/423302056/hidden-brain",
"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
"id": "how-i-built-this",
"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.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
"meta": {
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"source": "npr"
},
"link": "/radio/program/how-i-built-this",
"subscribe": {
"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"rss": "https://feeds.npr.org/510313/podcast.xml"
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},
"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
"meta": {
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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"amazon": "https://music.amazon.com/podcasts/6c3dd23c-93fb-4aab-97ba-1725fa6315f1/hyphenaci%C3%B3n",
"rss": "https://feeds.megaphone.fm/KQINC2275451163"
}
},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"source": "kqed",
"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
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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"
}
},
"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)",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Masters-of-Scale-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
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"apple": "http://mastersofscale.app.link/",
"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",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"stitcher": "https://www.stitcher.com/podcast/kqed/stories-teachers-share",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
"meta": {
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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",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"spotify": "https://open.spotify.com/show/0OLWoyizopu6tY1XiuX70x",
"tuneIn": "https://tunein.com/radio/On-Our-Watch-p1436229/",
"stitcher": "https://www.stitcher.com/show/on-our-watch",
"rss": "https://feeds.npr.org/510360/podcast.xml"
}
},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
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