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"content": "\u003cfigure id=\"attachment_35924\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/24/plug-in-version-of-prius-quietly-rolls-out-on-california-roads/plug-in-prius-640x-3/\" rel=\"attachment wp-att-35924\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/plug-in-prius-640x2.jpg\" alt=\"2012 Toyota Prius Plug-in Hybrid\" title=\"plug-in-prius-640x\" width=\"640\" height=\"397\" class=\"size-full wp-image-35924\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/plug-in-prius-640x2.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/plug-in-prius-640x2-400x248.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">2012 Toyota Prius Plug-in Hybrid. (Photo: Toyota)\u003c/figcaption>\u003c/figure>\n\u003cp>When Nissan delivered the world’s first \u003ca href=\"http://www.nissanusa.com/leaf-electric-car/index#/leaf-electric-car/index\" target=\"_blank\">Nissan Leaf\u003c/a> all-electric car to its inaugural customer in San Francisco in December 2010, the company staged a media event with great fanfare in front of City Hall. By contrast, the \u003ca href=\"http://www.toyota.com/prius-plug-in/\" target=\"_blank\">Toyota Prius Plug-in Hybrid's\u003c/a> first set of real-world customers—who snagged keys in the past few weeks—drove off dealership lots without cameras flashing or much media exposure of any kind.\u003c/p>\n\u003cp>That’s because Toyota and its customers see the plug-in version of the Prius as an extension of well-established hybrid vehicle technology, rather than the dawn of a new automotive future. “Over the years, we heard that there were certain things certain market groups wanted from the Prius, and we weren’t offering them,” said Erica Gartsbeyn, Toyota’s Prius Product marketing manager. “I want a bigger one. I want a smaller one. I want one that’s more fun to drive. I want one that plugs in.”\u003c/p>\n\u003cp>Gartsbeyn views the Prius Plug-in Hybrid, one of four vehicles in the Prius family, as catering to that hybrid owner who wants to drive using a bit more electricity and a little bit less gasoline. That plug-in customer is eager to try new technology, but is unwilling to make a shift to a pure electric car limited to about 100 miles of driving on a single charge. Pure electric cars can require trip planning and installation of home charging equipment.\u003c/p>\n\u003cp>The first retail customers received plug-in Priuses during the week of February 24, many of them having pre-ordered their cars in 2011. Toyota tallied 891 sales of the Prius Plug-in Hybrid in March. Gartsbeyn said the company is on track to sell approximately 15,000 units in 2012. Although consistently popular in the Bay Area, national Prius sales have been flat or down in the past four years. With the introduction of multiple versions of the Prius, sales are expected to significantly grow in 2012. \u003c/p>\n\u003cp>\u003cstrong>A Natural Progression\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_35919\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/24/plug-in-version-of-prius-quietly-rolls-out-on-california-roads/prius-plug-in-plug-300-2/\" rel=\"attachment wp-att-35919\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/prius-plug-in-plug-3001.jpg\" alt=\"2012 Toyota Prius Plug-in Hybrid plugged in\" title=\"prius-plug-in-plug-300\" width=\"300\" height=\"207\" class=\"size-full wp-image-35919\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jean Elbaz gets a full charge of his Toyota Prius Plug-in Hybrid in three hours, using a standard 120v plug. Charging time is cut in half using a 220v plug. (Photo: Toyota)\u003c/figcaption>\u003c/figure>\n\u003cp>Comfort and familiarity were at the heart of the purchase decision for Jean Albaz, an art salesman with an 18-mile one-way daily commute from San Rafael to San Francisco. “I love Toyota Prius. I didn’t even think about another car,” said Albaz.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Having driven a Prius since 2005, the plug-in version—although a few thousand dollars more than a conventional Prius—was a no-brainer. (The new plug-in Prius starts at $32,000.) “Another reason I got it is so I can drive as a single guy in the carpool lane. 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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_35924\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/24/plug-in-version-of-prius-quietly-rolls-out-on-california-roads/plug-in-prius-640x-3/\" rel=\"attachment wp-att-35924\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/plug-in-prius-640x2.jpg\" alt=\"2012 Toyota Prius Plug-in Hybrid\" title=\"plug-in-prius-640x\" width=\"640\" height=\"397\" class=\"size-full wp-image-35924\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/plug-in-prius-640x2.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/plug-in-prius-640x2-400x248.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">2012 Toyota Prius Plug-in Hybrid. (Photo: Toyota)\u003c/figcaption>\u003c/figure>\n\u003cp>When Nissan delivered the world’s first \u003ca href=\"http://www.nissanusa.com/leaf-electric-car/index#/leaf-electric-car/index\" target=\"_blank\">Nissan Leaf\u003c/a> all-electric car to its inaugural customer in San Francisco in December 2010, the company staged a media event with great fanfare in front of City Hall. By contrast, the \u003ca href=\"http://www.toyota.com/prius-plug-in/\" target=\"_blank\">Toyota Prius Plug-in Hybrid's\u003c/a> first set of real-world customers—who snagged keys in the past few weeks—drove off dealership lots without cameras flashing or much media exposure of any kind.\u003c/p>\n\u003cp>That’s because Toyota and its customers see the plug-in version of the Prius as an extension of well-established hybrid vehicle technology, rather than the dawn of a new automotive future. “Over the years, we heard that there were certain things certain market groups wanted from the Prius, and we weren’t offering them,” said Erica Gartsbeyn, Toyota’s Prius Product marketing manager. “I want a bigger one. I want a smaller one. I want one that’s more fun to drive. I want one that plugs in.”\u003c/p>\n\u003cp>Gartsbeyn views the Prius Plug-in Hybrid, one of four vehicles in the Prius family, as catering to that hybrid owner who wants to drive using a bit more electricity and a little bit less gasoline. That plug-in customer is eager to try new technology, but is unwilling to make a shift to a pure electric car limited to about 100 miles of driving on a single charge. Pure electric cars can require trip planning and installation of home charging equipment.\u003c/p>\n\u003cp>The first retail customers received plug-in Priuses during the week of February 24, many of them having pre-ordered their cars in 2011. Toyota tallied 891 sales of the Prius Plug-in Hybrid in March. Gartsbeyn said the company is on track to sell approximately 15,000 units in 2012. Although consistently popular in the Bay Area, national Prius sales have been flat or down in the past four years. With the introduction of multiple versions of the Prius, sales are expected to significantly grow in 2012. \u003c/p>\n\u003cp>\u003cstrong>A Natural Progression\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_35919\" class=\"wp-caption alignright\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/24/plug-in-version-of-prius-quietly-rolls-out-on-california-roads/prius-plug-in-plug-300-2/\" rel=\"attachment wp-att-35919\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/prius-plug-in-plug-3001.jpg\" alt=\"2012 Toyota Prius Plug-in Hybrid plugged in\" title=\"prius-plug-in-plug-300\" width=\"300\" height=\"207\" class=\"size-full wp-image-35919\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jean Elbaz gets a full charge of his Toyota Prius Plug-in Hybrid in three hours, using a standard 120v plug. Charging time is cut in half using a 220v plug. (Photo: Toyota)\u003c/figcaption>\u003c/figure>\n\u003cp>Comfort and familiarity were at the heart of the purchase decision for Jean Albaz, an art salesman with an 18-mile one-way daily commute from San Rafael to San Francisco. “I love Toyota Prius. I didn’t even think about another car,” said Albaz.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Having driven a Prius since 2005, the plug-in version—although a few thousand dollars more than a conventional Prius—was a no-brainer. (The new plug-in Prius starts at $32,000.) “Another reason I got it is so I can drive as a single guy in the carpool lane. You get the HOV sticker,” said Albaz. “I come home during commute hours, so I use it.” As of June 30, 2011, solo drivers of conventional hybrids were \u003ca href=\"http://articles.latimes.com/2011/jul/02/local/la-me-07-02-carpool-lanes-20110702\" target=\"_blank\">no longer granted access\u003c/a> to the HOV lanes—but the plug-in Prius qualifies for the carpool lane.\u003c/p>\n\u003cp>Albaz charges the Prius Plug-in Hybrid, which he purchased last month, using a standard 120v plug at home and at work. As a result, he drives anywhere from 11 to 15 miles of his commute running on electricity instead of gasoline. Almost as an afterthought, Albaz added, “It goes 97 miles a gallon.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/2012/04/17/how-green-are-electric-cars/chargingup-6/\" rel=\"attachment wp-att-35387\">\u003cimg class=\"alignnone size-full wp-image-35387\" title=\"chargingup\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/chargingup1.jpg\" alt=\"\" width=\"640\" height=\"350\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/chargingup1.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/chargingup1-400x219.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Just because an electric vehicle (EV) lacks a tail pipe, it doesn’t mean it’s always cleaner than other fuel efficient cars. According to a new report from the \u003ca href=\"http://www.ucsusa.org/\">Union of Concerned Scientists\u003c/a>, where you live may determine how clean your electric car is.\u003c/p>\n\u003cp>The new report, called \"\u003ca href=\"http://www.ucsusa.org/clean_vehicles/technologies_and_fuels/hybrid_fuelcell_and_electric_vehicles/emissions-and-charging-costs-electric-cars.html?utm_source=SP&utm_medium=head&utm_campaign=EV%2BReport\">State of Charge\u003c/a>,\" looks at the entire life cycle of EV emissions that includes energy inputs from start to finish, not just during drive time. In other words, what kind of emissions do EVs create from charging on an electric grid and how does the cost of that charging compare to filling up a gasoline-powered vehicle?\u003c/p>\n\u003cp>The nonprofit group of scientists has found that the greenhouse gases emitted from EVs depends on the sources of electricity. For example, California does not rely on coal fired power plants and the \u003ca href=\"http://ww2.kqed.org/quest/audio/race-for-renewables/\">state has aggressive renewable energy goals\u003c/a>. According to the report, charging (not driving) an all-electric car in the golden state results in global warming emissions equivalent to a car with a mileage rating of 80 mpg. But in several states, such as the mid-west, plug-in drivers charge their cars from electricity generated by burning coal or natural gas. There, the report has found that charging an EV may result in emissions similar to a car with a mileage rating between 31mpg. to 40 mpg.\u003c/p>\n\u003cp>Not surprisingly, the report finds that no matter where one lives in the United States, electric cars are a good choice for reducing global warming emissions and saving money on fueling up. The authors also note that projected increases in solar and wind on the grid will mean that the global warming emissions from electric vehicles in those areas will decrease over time. Also, what time of day you charge matters. Charging at night is not only cheaper, it has less of an impact on the grid. \u003ca href=\"http://news.cnet.com/8301-11386_3-57414623-76/hybrids-can-be-less-polluting-than-coal-powered-evs/?part=rss&tag=feed&subj=\">Check out a great map from CNET on how EV emissions compare to gasoline emissions in your region.\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/2012/04/17/how-green-are-electric-cars/chargingup-6/\" rel=\"attachment wp-att-35387\">\u003cimg class=\"alignnone size-full wp-image-35387\" title=\"chargingup\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/chargingup1.jpg\" alt=\"\" width=\"640\" height=\"350\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/04/chargingup1.jpg 640w, https://ww2.kqed.org/app/uploads/sites/39/2012/04/chargingup1-400x219.jpg 400w\" sizes=\"(max-width: 640px) 100vw, 640px\">\u003c/a>\u003c/p>\n\u003cp>Just because an electric vehicle (EV) lacks a tail pipe, it doesn’t mean it’s always cleaner than other fuel efficient cars. According to a new report from the \u003ca href=\"http://www.ucsusa.org/\">Union of Concerned Scientists\u003c/a>, where you live may determine how clean your electric car is.\u003c/p>\n\u003cp>The new report, called \"\u003ca href=\"http://www.ucsusa.org/clean_vehicles/technologies_and_fuels/hybrid_fuelcell_and_electric_vehicles/emissions-and-charging-costs-electric-cars.html?utm_source=SP&utm_medium=head&utm_campaign=EV%2BReport\">State of Charge\u003c/a>,\" looks at the entire life cycle of EV emissions that includes energy inputs from start to finish, not just during drive time. In other words, what kind of emissions do EVs create from charging on an electric grid and how does the cost of that charging compare to filling up a gasoline-powered vehicle?\u003c/p>\n\u003cp>The nonprofit group of scientists has found that the greenhouse gases emitted from EVs depends on the sources of electricity. For example, California does not rely on coal fired power plants and the \u003ca href=\"http://ww2.kqed.org/quest/audio/race-for-renewables/\">state has aggressive renewable energy goals\u003c/a>. According to the report, charging (not driving) an all-electric car in the golden state results in global warming emissions equivalent to a car with a mileage rating of 80 mpg. But in several states, such as the mid-west, plug-in drivers charge their cars from electricity generated by burning coal or natural gas. There, the report has found that charging an EV may result in emissions similar to a car with a mileage rating between 31mpg. to 40 mpg.\u003c/p>\n\u003cp>Not surprisingly, the report finds that no matter where one lives in the United States, electric cars are a good choice for reducing global warming emissions and saving money on fueling up. The authors also note that projected increases in solar and wind on the grid will mean that the global warming emissions from electric vehicles in those areas will decrease over time. Also, what time of day you charge matters. Charging at night is not only cheaper, it has less of an impact on the grid. \u003ca href=\"http://news.cnet.com/8301-11386_3-57414623-76/hybrids-can-be-less-polluting-than-coal-powered-evs/?part=rss&tag=feed&subj=\">Check out a great map from CNET on how EV emissions compare to gasoline emissions in your region.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cfigure id=\"attachment_34718\" class=\"wp-caption alignnone\" style=\"max-width: 649px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/civic-natgas-side-640b/\" rel=\"attachment wp-att-34718\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/civic-natgas-side-640b-450x253.jpg\" alt=\"2012 Honda Civic Natural Gas\" title=\"civic-natgas-side-640b\" width=\"640\" class=\"size-medium wp-image-34718\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">2012 Honda Civic Natural Gas. (Photo: Honda Motor Co.)\u003c/figcaption>\u003c/figure>\n\u003cp>Last July, the State of California told 85,000 hybrid car owners they could no longer \u003ca href=\"http://www.arb.ca.gov/msprog/carpool/carpool.htm\">drive solo in carpool lanes\u003c/a>. That perk was designed to spur sales of clean-burning cars. The end of the incentive for hybrids sent thousands of long-distance solo commuters looking for an even greener car that would be eligible to stay in the diamond lane. The 2012 Honda Civic Natural Gas is one option, the only new car in the U.S. market that runs on CNG. It's eligible for a white HOV (High-Occupancy Vehicle) lane decal—granted only to cars that run on compressed natural gas or purely on electricity. But adoption of CNG cars is only slightly increasing. \u003c/p>\n\u003cp>\u003cstrong>Benefits of CNG\u003c/strong>\u003c/p>\n\u003cp>Like an EV, \u003ca href=\"http://www.cngprices.com/\"> the cost of fueling a CNG car\u003c/a> is less than half that of a gas-powered vehicle. CNG-driving commuters also enjoy a 50 percent discount for tolls on Bay Area bridges during commute times. While most all-electric cars are limited to about 80 reliable miles of range, the Honda Civic Natural Gas goes about 220 miles on a full tank of pressurized gaseous fuel. \u003c/p>\n\u003cp>“Our sales of the Civic CNG have more than doubled so far this year,” said Chris Rigalia, sales manager at Berkeley Honda, but the dealership only sold about a dozen of the cars throughout 2011. Now, Rigalia can’t get enough of Civic Natural Gas cars to meet demand. Berkeley Honda has already sold about 20 units so far this year and predicts selling another 20 before the end of 2012. This mismatch of supply and demand means that Berkeley Honda is charging a $1,000 to $2,000 premium over the $26,125 suggested retail price.\u003c/p>\n\u003cfigure id=\"attachment_34723\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/civic-natgas-pump-300/\" rel=\"attachment wp-att-34723\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/civic-natgas-pump-300.jpg\" alt=\"Natural gas pump for a CNG vehicle\" title=\"civic-natgas-pump-300\" width=\"300\" height=\"200\" class=\"size-full wp-image-34723\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Photo: Honda Motor Co.)\u003c/figcaption>\u003c/figure>\n\u003cp>Honda Motor Co. is aware of increased interest. “We just closed our best first quarter ever for CNG sales, just shy of 450 units,” said Eric Rosenberg, who is responsible for Honda’s national marketing of the Civic Natural Gas. Yet, Rosenberg said the company needs a few more months of sales before deciding to expand production. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>So even though interest is expanding, the numbers remain extremely low and Honda is reluctant to ramp up volume. “I suspect Honda is unlikely to gamble with over production for a niche market,” said Dave Hurst, a transportation industry analyst at Pike Research.\u003c/p>\n\u003cp>\u003cstrong>The natural gas and fracking controversy \u003c/strong>\u003c/p>\n\u003cp>Maybe Honda is also hesitant to draw too much attention to the controversial issue of natural gas production via hydraulic fracturing. Fracking, as it is commonly known, is associated with a myriad of detrimental environmental impacts throughout the United States. Honda wouldn't take a position on fracking and referred me to the \u003ca href=\"http://www.aga.org/our-issues/natural-gas-vehicles/Pages/default.aspx\">Drive Natural Gas Initiative\u003c/a>, a project of the American Gas Association. Jake Rubin, AGA’s director of Public Relations, refused to say if eco-minded drivers should be dissuaded from buying a CNG car out of concerns about fracking. “We don’t have a position,” said Rubin.\u003c/p>\n\u003cfigure id=\"attachment_35014\" class=\"wp-caption alignright\" style=\"max-width: 333px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/cng-prices-640/\" rel=\"attachment wp-att-35014\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/cng-prices-640-333x253.jpg\" alt=\"Prices and locations for natural gas stations\" title=\"Prices and locations for natural gas stations\" width=\"333\" height=\"253\" class=\"size-medium wp-image-35014\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Prices and station locations for natural gas\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Obstacles to purchase\u003c/strong>\u003c/p>\n\u003cp>Despite the need for commuters to find economic ways to get back into the carpool lane, a number of factors are likely to limit the market for CNG cars, including: low inventory, lack of familiarity with the fuel, lack of filling stations (\u003ca href=\"http://www.afdc.energy.gov/afdc/locator/stations/\">there are fewer than a dozen in the Bay Area\u003c/a>) and questions about fracking. \u003c/p>\n\u003cp>Meanwhile, electric cars and plug-in hybrids, like the Chevy Volt and Toyota Prius Plug-in Hybrid, continue to generate a lot of buzz. These two cars have recently been granted green decals—which also give HOV access to solo drivers. Production and sales volume is solid and growing for these vehicles, which I suspect will become an increasingly common sight in the state’s carpool lanes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_34718\" class=\"wp-caption alignnone\" style=\"max-width: 649px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/civic-natgas-side-640b/\" rel=\"attachment wp-att-34718\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/civic-natgas-side-640b-450x253.jpg\" alt=\"2012 Honda Civic Natural Gas\" title=\"civic-natgas-side-640b\" width=\"640\" class=\"size-medium wp-image-34718\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">2012 Honda Civic Natural Gas. (Photo: Honda Motor Co.)\u003c/figcaption>\u003c/figure>\n\u003cp>Last July, the State of California told 85,000 hybrid car owners they could no longer \u003ca href=\"http://www.arb.ca.gov/msprog/carpool/carpool.htm\">drive solo in carpool lanes\u003c/a>. That perk was designed to spur sales of clean-burning cars. The end of the incentive for hybrids sent thousands of long-distance solo commuters looking for an even greener car that would be eligible to stay in the diamond lane. The 2012 Honda Civic Natural Gas is one option, the only new car in the U.S. market that runs on CNG. It's eligible for a white HOV (High-Occupancy Vehicle) lane decal—granted only to cars that run on compressed natural gas or purely on electricity. But adoption of CNG cars is only slightly increasing. \u003c/p>\n\u003cp>\u003cstrong>Benefits of CNG\u003c/strong>\u003c/p>\n\u003cp>Like an EV, \u003ca href=\"http://www.cngprices.com/\"> the cost of fueling a CNG car\u003c/a> is less than half that of a gas-powered vehicle. CNG-driving commuters also enjoy a 50 percent discount for tolls on Bay Area bridges during commute times. While most all-electric cars are limited to about 80 reliable miles of range, the Honda Civic Natural Gas goes about 220 miles on a full tank of pressurized gaseous fuel. \u003c/p>\n\u003cp>“Our sales of the Civic CNG have more than doubled so far this year,” said Chris Rigalia, sales manager at Berkeley Honda, but the dealership only sold about a dozen of the cars throughout 2011. Now, Rigalia can’t get enough of Civic Natural Gas cars to meet demand. Berkeley Honda has already sold about 20 units so far this year and predicts selling another 20 before the end of 2012. This mismatch of supply and demand means that Berkeley Honda is charging a $1,000 to $2,000 premium over the $26,125 suggested retail price.\u003c/p>\n\u003cfigure id=\"attachment_34723\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/civic-natgas-pump-300/\" rel=\"attachment wp-att-34723\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/civic-natgas-pump-300.jpg\" alt=\"Natural gas pump for a CNG vehicle\" title=\"civic-natgas-pump-300\" width=\"300\" height=\"200\" class=\"size-full wp-image-34723\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">(Photo: Honda Motor Co.)\u003c/figcaption>\u003c/figure>\n\u003cp>Honda Motor Co. is aware of increased interest. “We just closed our best first quarter ever for CNG sales, just shy of 450 units,” said Eric Rosenberg, who is responsible for Honda’s national marketing of the Civic Natural Gas. Yet, Rosenberg said the company needs a few more months of sales before deciding to expand production. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>So even though interest is expanding, the numbers remain extremely low and Honda is reluctant to ramp up volume. “I suspect Honda is unlikely to gamble with over production for a niche market,” said Dave Hurst, a transportation industry analyst at Pike Research.\u003c/p>\n\u003cp>\u003cstrong>The natural gas and fracking controversy \u003c/strong>\u003c/p>\n\u003cp>Maybe Honda is also hesitant to draw too much attention to the controversial issue of natural gas production via hydraulic fracturing. Fracking, as it is commonly known, is associated with a myriad of detrimental environmental impacts throughout the United States. Honda wouldn't take a position on fracking and referred me to the \u003ca href=\"http://www.aga.org/our-issues/natural-gas-vehicles/Pages/default.aspx\">Drive Natural Gas Initiative\u003c/a>, a project of the American Gas Association. Jake Rubin, AGA’s director of Public Relations, refused to say if eco-minded drivers should be dissuaded from buying a CNG car out of concerns about fracking. “We don’t have a position,” said Rubin.\u003c/p>\n\u003cfigure id=\"attachment_35014\" class=\"wp-caption alignright\" style=\"max-width: 333px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/04/10/natural-gas-cars-remain-niche-choice-for-bay-area-commuters/cng-prices-640/\" rel=\"attachment wp-att-35014\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/04/cng-prices-640-333x253.jpg\" alt=\"Prices and locations for natural gas stations\" title=\"Prices and locations for natural gas stations\" width=\"333\" height=\"253\" class=\"size-medium wp-image-35014\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Prices and station locations for natural gas\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Obstacles to purchase\u003c/strong>\u003c/p>\n\u003cp>Despite the need for commuters to find economic ways to get back into the carpool lane, a number of factors are likely to limit the market for CNG cars, including: low inventory, lack of familiarity with the fuel, lack of filling stations (\u003ca href=\"http://www.afdc.energy.gov/afdc/locator/stations/\">there are fewer than a dozen in the Bay Area\u003c/a>) and questions about fracking. \u003c/p>\n\u003cp>Meanwhile, electric cars and plug-in hybrids, like the Chevy Volt and Toyota Prius Plug-in Hybrid, continue to generate a lot of buzz. These two cars have recently been granted green decals—which also give HOV access to solo drivers. Production and sales volume is solid and growing for these vehicles, which I suspect will become an increasingly common sight in the state’s carpool lanes.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "California Utility Commission Defends $100 Million EV Charging Deal",
"title": "California Utility Commission Defends $100 Million EV Charging Deal",
"headTitle": "Clean Car Diaries | QUEST | KQED Science",
"content": "\u003cfigure id=\"attachment_34107\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/30/california-utility-commission-defends-100-million-ev-charging-deal/evgo-houston-640/\" rel=\"attachment wp-att-34107\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/evgo-houston-640-450x253.jpg\" alt=\"eVgo electric car charging station in Houston, Texas\" title=\"evgo-houston-640\" width=\"640\" class=\"size-medium wp-image-34107\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Two-hundred eVgo electric car fast-charging stations, like this one in Houston, will be installed in California over the next four years. EVs can add 50 miles or more in less than 30 minutes. (Photo courtesy of eVgo.)\u003c/figcaption>\u003c/figure>\n\u003cp>Electric car drivers cheered last week when the California Public Utilities Commission (CPUC) and NRG Energy \u003ca href=\"http://ww2.kqed.org/quest/2012/03/23/ca-electric-car-drivers-get-a-charge-from-the-gov/\">announced plans\u003c/a> to invest $100 million in the state’s electric vehicle charging infrastructure. NRG will invest in EV charging infrastructure in exchange for settling claims for overcharges during the 1999 California energy crisis. For the past several months, CPUC and \u003ca href=\"http://www.nrgenergy.com/\">NRG Energy\u003c/a> worked behind closed door to establish the terms of the settlement. Opinions on the deal’s fairness are divided.\u003c/p>\n\u003cp>“The most benefit to rate payers would have been a direct cash settlement,” said Eileen Tutt, executive director of \u003ca href=\"http://www.caletc.com/\">California Electric Transportation Coalition.\u003c/a> But instead, NRG proposed an in-kind deal, and CPUC agreed. At first glance, the settlement gives NRG, a New Jersey-based energy industry behemoth, a near-monopoly on California’s electric car charging. The majority of the $100 million investment will go to installing at least 200 480-volt EV fast-charge stations—resembling traditional gas stations in appearance and refueling times. The company will own and charge fees for using these locations, which it calls “freedom stations.”\u003c/p>\n\u003cp>\u003cstrong>Something Today\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_34108\" class=\"wp-caption alignleft\" style=\"max-width: 132px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/30/california-utility-commission-defends-100-million-ev-charging-deal/nancyryanlg/\" rel=\"attachment wp-att-34108\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/NancyRyanlg.jpg\" alt=\"Nancy Ryan, deputy executive director for policy at the California Public Utilities Commission.\" title=\"NancyRyanlg\" width=\"132\" height=\"167\" class=\"size-full wp-image-34108\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Nancy Ryan, deputy executive director for policy at the California Public Utilities Commission.\u003c/figcaption>\u003c/figure>\n\u003cp>“We did not have the total cash option,” said Nancy Ryan, deputy executive director for policy at CPUC. “The choice we had was to get the best deal today that was primarily in-kind with a cash component, versus continuing to litigate for years and years, and still maybe coming up with nothing.” The CPUC insisted on two key provisions: serving the state’s policy goals for electric transportation, and getting at least some cash for ratepayers. The final settlement includes $20 million in cash. \u003c/p>\n\u003cp>NRG is pleased with the outcome. “The settlement guarantees EV investment at a much higher rate and a much higher speed than would otherwise be done,” said David Knox, NRG’s director of communications.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jay Friedland, legislative director for \u003ca href=\"http://www.pluginamerica.org/\">Plug In America\u003c/a>, an electric car advocacy group, also likes the settlement. “At first, we questioned whether or not CPUC negotiated well.” After learning more, Friedland said the CPUC “got a pretty darn good deal, but the devil is in the details.” \u003c/p>\n\u003cp>\u003cstrong>Restrictions Apply\u003c/strong>\u003c/p>\n\u003cp>Those exact terms will not be known for another month or so, but there are clear signs that CPUC put teeth into the deal.\u003c/p>\n\u003cp>For the first five years after installing a station, NRG can’t require EV drivers to pay a monthly subscription fee, as it does with its \u003ca href=\"http://www.evgonetwork.com\">eVgo Network\u003c/a> in Texas. Instead, the public will have open access on a pay-as-you-go basis. Fees for fast charging are capped at $10 per session during off-peak hours, and $15 during peak hours. \u003c/p>\n\u003cp>NRG can put stations where it likes, but within constraints: 55 stations in the Bay Area, and 110 stations in and around Los Angeles. The rest will be divided between San Diego County and San Joaquin Valley.\u003c/p>\n\u003cp>Approximately $40 million must be spent on preparing workplaces, multi-family dwellings and other locations allowing people without garages to gain access to EV charging. These so-called “make readies” lay groundwork—such as conduits, power upgrades, and stubs—for equipment installation to occur later. Property owners, not NRG, will own the locations. NRG has the exclusive right for 18 months to sell equipment and related services to the property owners, after which those locations are open to competition.\u003c/p>\n\u003cp>CPUC acknowledges that it will receive some criticism for allowing NRG to earn a profit. However, the agency insists the settlement is consistent with CPUC policy. “If NRG puts charging stations where people use them, and drivers are willing to pay to use them, then we’re getting value for ratepayers,” said CPUC's Ryan. “We’re building a network to make it attractive and appealing to buy and drive electric vehicles.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_34107\" class=\"wp-caption alignnone\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/30/california-utility-commission-defends-100-million-ev-charging-deal/evgo-houston-640/\" rel=\"attachment wp-att-34107\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/evgo-houston-640-450x253.jpg\" alt=\"eVgo electric car charging station in Houston, Texas\" title=\"evgo-houston-640\" width=\"640\" class=\"size-medium wp-image-34107\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Two-hundred eVgo electric car fast-charging stations, like this one in Houston, will be installed in California over the next four years. EVs can add 50 miles or more in less than 30 minutes. (Photo courtesy of eVgo.)\u003c/figcaption>\u003c/figure>\n\u003cp>Electric car drivers cheered last week when the California Public Utilities Commission (CPUC) and NRG Energy \u003ca href=\"http://ww2.kqed.org/quest/2012/03/23/ca-electric-car-drivers-get-a-charge-from-the-gov/\">announced plans\u003c/a> to invest $100 million in the state’s electric vehicle charging infrastructure. NRG will invest in EV charging infrastructure in exchange for settling claims for overcharges during the 1999 California energy crisis. For the past several months, CPUC and \u003ca href=\"http://www.nrgenergy.com/\">NRG Energy\u003c/a> worked behind closed door to establish the terms of the settlement. Opinions on the deal’s fairness are divided.\u003c/p>\n\u003cp>“The most benefit to rate payers would have been a direct cash settlement,” said Eileen Tutt, executive director of \u003ca href=\"http://www.caletc.com/\">California Electric Transportation Coalition.\u003c/a> But instead, NRG proposed an in-kind deal, and CPUC agreed. At first glance, the settlement gives NRG, a New Jersey-based energy industry behemoth, a near-monopoly on California’s electric car charging. The majority of the $100 million investment will go to installing at least 200 480-volt EV fast-charge stations—resembling traditional gas stations in appearance and refueling times. The company will own and charge fees for using these locations, which it calls “freedom stations.”\u003c/p>\n\u003cp>\u003cstrong>Something Today\u003c/strong>\u003c/p>\n\u003cfigure id=\"attachment_34108\" class=\"wp-caption alignleft\" style=\"max-width: 132px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/30/california-utility-commission-defends-100-million-ev-charging-deal/nancyryanlg/\" rel=\"attachment wp-att-34108\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/03/NancyRyanlg.jpg\" alt=\"Nancy Ryan, deputy executive director for policy at the California Public Utilities Commission.\" title=\"NancyRyanlg\" width=\"132\" height=\"167\" class=\"size-full wp-image-34108\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Nancy Ryan, deputy executive director for policy at the California Public Utilities Commission.\u003c/figcaption>\u003c/figure>\n\u003cp>“We did not have the total cash option,” said Nancy Ryan, deputy executive director for policy at CPUC. “The choice we had was to get the best deal today that was primarily in-kind with a cash component, versus continuing to litigate for years and years, and still maybe coming up with nothing.” The CPUC insisted on two key provisions: serving the state’s policy goals for electric transportation, and getting at least some cash for ratepayers. The final settlement includes $20 million in cash. \u003c/p>\n\u003cp>NRG is pleased with the outcome. “The settlement guarantees EV investment at a much higher rate and a much higher speed than would otherwise be done,” said David Knox, NRG’s director of communications.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jay Friedland, legislative director for \u003ca href=\"http://www.pluginamerica.org/\">Plug In America\u003c/a>, an electric car advocacy group, also likes the settlement. “At first, we questioned whether or not CPUC negotiated well.” After learning more, Friedland said the CPUC “got a pretty darn good deal, but the devil is in the details.” \u003c/p>\n\u003cp>\u003cstrong>Restrictions Apply\u003c/strong>\u003c/p>\n\u003cp>Those exact terms will not be known for another month or so, but there are clear signs that CPUC put teeth into the deal.\u003c/p>\n\u003cp>For the first five years after installing a station, NRG can’t require EV drivers to pay a monthly subscription fee, as it does with its \u003ca href=\"http://www.evgonetwork.com\">eVgo Network\u003c/a> in Texas. Instead, the public will have open access on a pay-as-you-go basis. Fees for fast charging are capped at $10 per session during off-peak hours, and $15 during peak hours. \u003c/p>\n\u003cp>NRG can put stations where it likes, but within constraints: 55 stations in the Bay Area, and 110 stations in and around Los Angeles. The rest will be divided between San Diego County and San Joaquin Valley.\u003c/p>\n\u003cp>Approximately $40 million must be spent on preparing workplaces, multi-family dwellings and other locations allowing people without garages to gain access to EV charging. These so-called “make readies” lay groundwork—such as conduits, power upgrades, and stubs—for equipment installation to occur later. Property owners, not NRG, will own the locations. NRG has the exclusive right for 18 months to sell equipment and related services to the property owners, after which those locations are open to competition.\u003c/p>\n\u003cp>CPUC acknowledges that it will receive some criticism for allowing NRG to earn a profit. However, the agency insists the settlement is consistent with CPUC policy. “If NRG puts charging stations where people use them, and drivers are willing to pay to use them, then we’re getting value for ratepayers,” said CPUC's Ryan. “We’re building a network to make it attractive and appealing to buy and drive electric vehicles.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>See other posts from \u003ca href=\"http://ww2.kqed.org/quest/series/clean-car-diaries/\">this series\u003c/a>. \u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cfigure id=\"attachment_31017\" class=\"wp-caption alignnone\" style=\"max-width: 643px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/02/Gooseberry1-e1329950707238.jpg\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/02/Gooseberry1-e1329950707238.jpg\" alt=\"\" title=\"Fuchsia Flowering Gooseberry 643\" width=\"643\" height=\"360\" class=\"size-full wp-image-31017\" srcset=\"https://ww2.kqed.org/app/uploads/sites/39/2012/02/Gooseberry1-e1329950707238.jpg 643w, https://ww2.kqed.org/app/uploads/sites/39/2012/02/Gooseberry1-e1329950707238-400x224.jpg 400w\" sizes=\"(max-width: 643px) 100vw, 643px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Fuchsia Flowering Gooseberry\u003c/figcaption>\u003c/figure>\n\u003cp>Seems like spring is \"bustin' out all over\" the Bay Area in the last few weeks. Bare branches of deciduous plants, dormant through the short days of winter, are swelling with new life. In my yard, the ornamental plum is attracting bees and songbirds. The flowers rain down under the weight of sparrows combing through the new growth. Out on the trails, native plants are doing the same, putting the short, dry winter behind them and unfurling the welcome mat to longer, warmer days.\u003c/p>\n\u003cp>Scientists are enlisting the help of \"citizen scientists,\" students, and a corp of academics and volunteers, to help assess the effects of global climate change on seasonal plant and animal behavior. The USA National Phenology Network, with a statewide associated arm, the California Phenology Project, was started in 2010. The intent of the project is to collect data on the seasonal behavior of both plants and animals. Seasonal occurrences include bud burst and leafing out, blooming, fruiting, seed dispersal, and leaf wilt leading to dormancy. They are also tracking similar behavior in animal species along with migration. With enough data, scientists can then get a better idea of some of potential impacts of climate change. One of the plants they're tracking is poison oak.\u003c/p>\n\u003cfigure id=\"attachment_30994\" class=\"wp-caption alignleft\" style=\"max-width: 337px\">\u003ca href=\"http://ww2.kqed.org/quest/2012/03/02/signs-of-spring-earlier-this-year/poison-oak-new-leaf/\" rel=\"attachment wp-att-30994\">\u003cimg class=\"size-medium wp-image-30994 \" title=\"Poison Oak new leaf\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2012/02/Poison-Oak-new-leaf-337x253.jpg\" alt=\"\" width=\"337\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bud burst of poison oak\u003c/figcaption>\u003c/figure>\n\u003cp>While poison oak has a deserved bad rap as a plant most of us avoid, it's an important plant for wildlife who are immune to the irritating oils. It provides food from its white berries in the fall and shelter in its dense branches. If plant bud and blooms happen earlier due to climate change for this and other native plants, there may be important outcomes related to availability of food from the berries, for example, in late fall. Like a line of dominoes, changes in food availability can affect animal species and their predators as well as insect populations.\u003c/p>\n\u003cp>Learn more about the \u003ca title=\"California Phenology Project\" href=\"http://www.usanpn.org/cpp/\" target=\"_blank\">California Phenology Project\u003c/a>. You can become one of the volunteer \"citizen scientists\" who help collect data on this national effort. You can also learn more about our native plants through the \u003ca title=\"CA Native Plant Society\" href=\"http://www.cnps.org/cnps/chapters/list.php\" target=\"_blank\">California Native Plant Society\u003c/a> with local chapters in many cities around the Bay Area.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cdiv id=\"attachment_30291\" class=\"wp-caption alignleft\" style=\"width: 310px\">\n\u003cp class=\"wp-caption-text\">Will gray wolves return to California? Photo: MacNeil Lyons, National Park Service/\u003ca> U.S. Fish and Wildlife Service – Midwest Region\u003c/a>.\u003c/p>\n\u003c/div>\n\u003cp>When a gray wolf wearing a GPS collar crossed from Oregon into California in December, it was the first wild gray wolf to tread on \u003ca href=\"http://science.kqed.org/quest/2012/02/06/california%E2%80%99s-gray-wolves/?utm_source=rss&utm_medium=rss&utm_campaign=california%25e2%2580%2599s-gray-wolves\" target=\"_blank\" rel=\"noopener\">…\u003c/a> \u003c/p>\n\u003cp>Source: \u003ca href=\"http://science.kqed.org/quest/2012/02/06/california%E2%80%99s-gray-wolves/?utm_source=rss&utm_medium=rss&utm_campaign=california%25e2%2580%2599s-gray-wolves\" target=\"_blank\" title=\"California’s Gray Wolves\" rel=\"noopener\">KQED QUEST » Climate\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n",
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"content": "\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2011/12/2011-12-26-quest.mp3\u003c/p>\n\u003cp>2011 has been a record-breaking year for extreme weather events. There were a dozen disasters nationwide that cost more than a billion dollars, including floods and heat waves. Both the government and insurance companies try to plan for these events by predicting the risk. But climate change is making that tougher.\u003c/p>\n\u003cp>Most of us don't think about risk. We think about randomness. That's illustrated by a scene in the 1982 movie, \"\u003ca href=\"http://en.wikipedia.org/wiki/The_World_According_to_Garp\">The World According to Garp\u003c/a>\", where Robin Williams is shopping for a new house with his wife. They're standing in front of one home when a plane crashes into it.\u003c/p>\n\u003cp>Despite the crash, the Robin Williams character agrees to buy the house saying, \"It's been pre-disastered! We'll be safe here.\"\u003c/p>\n\u003cp>That may not be a typical reaction, but climatologist Kelly Redmond says it reveals a lot about how we think about risk. \"It has to do with how we describe rare things. We spend societally an enormous amount of resources and time and attention guarding against the very worst possibilities.\"\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>You've probably heard of the \"\u003ca href=\"http://pubs.usgs.gov/fs/FS-229-96/\">100-year flood\u003c/a>.\" That's a flood so severe that it has a one in one hundred chance of happening every year. But how do we know that?\u003c/p>\n\u003cp>\"About the only way we can get at how rare a rare thing is is by looking at a past record,\" says Redmond. So for floods, government agencies look into the historical record to see when floods happened in the past. They use that record to predict future flood risk.\u003c/p>\n\u003cp>But this relies on a very basic assumption. According to Redmond, the assumption is that the statistics of the future will look like the statistics of the past.\u003c/p>\n\u003cp>There's a fancy term for this – it's called \u003ca href=\"http://aquadoc.typepad.com/waterwired/2008/02/stationarity-is.html\">stationarity\u003c/a>. But there's a problem.\u003c/p>\n\u003cp>\"What we don't know but what we suspect with changes in climate is that those statistics, especially about rare things, may change,\" says Redmond.\u003c/p>\n\u003cp>The US is already warming. Climate models show that western states could see more extreme weather as the climate continues to change. So, Redmond says, chances are good the future won't look like the recent past.\u003c/p>\n\u003cp>Jeanine Jones of the California Department Water of Resources agrees, saying \"a lot of California's existing infrastructure was designed on assumptions that are no longer valid.\"\u003c/p>\n\u003cp>\u003cstrong>History of Water Forecasting in the West\u003c/strong>\u003c/p>\n\u003cp>Jones says using the past as a guide for the future is a huge part of water planning and building codes. The idea was first adopted in the 1940s and 50s, when dams and infrastructure were built at record speed in western states.\u003c/p>\n\u003cp>\"Congress was looking at all these water development plans coming in from the Corps of Engineers and the Bureau of Reclamation and wanting a common standard to compare all the projects,\" says Jones.\u003c/p>\n\u003cp>So they forecasted flood risk and water supply by looking at historical data. \"But they had very short data records. Maybe they only measured records of 20 years, 50 years. And that's not really very long,\" Jones says.\u003c/p>\n\u003cp>Today, everything from building codes to home insurance is based on this short window of data. And so is another critical forecast.\u003c/p>\n\u003cp>During the winter, surveyors measure the Sierra Nevada snow pack every month, so they can crunch the numbers and predict the year's water supply.\u003c/p>\n\u003cp>\"It is very widely used by reservoir operators, by water agencies, by farmers who are looking at what are my chances for having a full water supply,\" says Jones.\u003c/p>\n\u003cp>But climate models show that more precipitation will fall as rain in California, instead of snow. And that means spring runoff could behave very differently. \"At some point, conditions will change enough that we've reached a tipping point where those statistical approaches really aren't valid anymore,\" Jones says.\u003c/p>\n\u003cp>An accurate water forecast is crucial to California's economy. So Jones says water officials are looking at using computer models to forecast spring runoff.\u003c/p>\n\u003cp>But when it comes to updating flood risk and building codes to reflect climate change, Kelly Redmond says that could take decades. \"We have to get a buy in from the engineering community, the city planners. Because there's so much expense to goes into building a bridge or a culvert or a building.\"\u003c/p>\n\u003cp>\u003cstrong>A New Breed of Insurance Company\u003c/strong>\u003c/p>\n\u003cp>There is one industry that's taking note of climate change – insurance.\u003c/p>\n\u003cp>\"The increased variability in climate is going to start to dramatically affect the profits of corporations worldwide,\" says David Friedberg, CEO of San Francisco-based \u003ca href=\"http://www.climate.com/\">The Climate Corporation\u003c/a>.\u003c/p>\n\u003cp>The Climate Corporation is something of a next generation insurance company. They start with computer models that simulate weather and climate patterns. \"We then use those sorts of models to determine what sort of price we should charge for certain weather events occurring,\" says Friedberg.\u003c/p>\n\u003cp>The company works mostly with farmers, insuring them against extreme weather for between 40 and 400 dollars an acre. \"There's a range of things that can occur and that range is certainly widening. And as a result we should start to charge more for those sorts of events when we're insuring them.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Friedberg says this kind of insurance makes sense to a lot of farmers they work with, who are already noticing changing weather patterns. Investor Vinod Kholsa and Google have also noticed and put millions into the company. They're betting new software will be the answer when today's methods no longer work.\u003c/p>\n\n",
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"excerpt": "2011 has been a record-breaking year for extreme weather events. Both the government and insurance companies try to plan for these events by predicting the risk. But as Lauren Sommer reports, climate change is making that tougher. \r\n\r\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2011/12/2011-12-26-quest.mp3\u003c/p>\n\u003cp>2011 has been a record-breaking year for extreme weather events. There were a dozen disasters nationwide that cost more than a billion dollars, including floods and heat waves. Both the government and insurance companies try to plan for these events by predicting the risk. But climate change is making that tougher.\u003c/p>\n\u003cp>Most of us don't think about risk. We think about randomness. That's illustrated by a scene in the 1982 movie, \"\u003ca href=\"http://en.wikipedia.org/wiki/The_World_According_to_Garp\">The World According to Garp\u003c/a>\", where Robin Williams is shopping for a new house with his wife. They're standing in front of one home when a plane crashes into it.\u003c/p>\n\u003cp>Despite the crash, the Robin Williams character agrees to buy the house saying, \"It's been pre-disastered! We'll be safe here.\"\u003c/p>\n\u003cp>That may not be a typical reaction, but climatologist Kelly Redmond says it reveals a lot about how we think about risk. \"It has to do with how we describe rare things. We spend societally an enormous amount of resources and time and attention guarding against the very worst possibilities.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>You've probably heard of the \"\u003ca href=\"http://pubs.usgs.gov/fs/FS-229-96/\">100-year flood\u003c/a>.\" That's a flood so severe that it has a one in one hundred chance of happening every year. But how do we know that?\u003c/p>\n\u003cp>\"About the only way we can get at how rare a rare thing is is by looking at a past record,\" says Redmond. So for floods, government agencies look into the historical record to see when floods happened in the past. They use that record to predict future flood risk.\u003c/p>\n\u003cp>But this relies on a very basic assumption. According to Redmond, the assumption is that the statistics of the future will look like the statistics of the past.\u003c/p>\n\u003cp>There's a fancy term for this – it's called \u003ca href=\"http://aquadoc.typepad.com/waterwired/2008/02/stationarity-is.html\">stationarity\u003c/a>. But there's a problem.\u003c/p>\n\u003cp>\"What we don't know but what we suspect with changes in climate is that those statistics, especially about rare things, may change,\" says Redmond.\u003c/p>\n\u003cp>The US is already warming. Climate models show that western states could see more extreme weather as the climate continues to change. So, Redmond says, chances are good the future won't look like the recent past.\u003c/p>\n\u003cp>Jeanine Jones of the California Department Water of Resources agrees, saying \"a lot of California's existing infrastructure was designed on assumptions that are no longer valid.\"\u003c/p>\n\u003cp>\u003cstrong>History of Water Forecasting in the West\u003c/strong>\u003c/p>\n\u003cp>Jones says using the past as a guide for the future is a huge part of water planning and building codes. The idea was first adopted in the 1940s and 50s, when dams and infrastructure were built at record speed in western states.\u003c/p>\n\u003cp>\"Congress was looking at all these water development plans coming in from the Corps of Engineers and the Bureau of Reclamation and wanting a common standard to compare all the projects,\" says Jones.\u003c/p>\n\u003cp>So they forecasted flood risk and water supply by looking at historical data. \"But they had very short data records. Maybe they only measured records of 20 years, 50 years. And that's not really very long,\" Jones says.\u003c/p>\n\u003cp>Today, everything from building codes to home insurance is based on this short window of data. And so is another critical forecast.\u003c/p>\n\u003cp>During the winter, surveyors measure the Sierra Nevada snow pack every month, so they can crunch the numbers and predict the year's water supply.\u003c/p>\n\u003cp>\"It is very widely used by reservoir operators, by water agencies, by farmers who are looking at what are my chances for having a full water supply,\" says Jones.\u003c/p>\n\u003cp>But climate models show that more precipitation will fall as rain in California, instead of snow. And that means spring runoff could behave very differently. \"At some point, conditions will change enough that we've reached a tipping point where those statistical approaches really aren't valid anymore,\" Jones says.\u003c/p>\n\u003cp>An accurate water forecast is crucial to California's economy. So Jones says water officials are looking at using computer models to forecast spring runoff.\u003c/p>\n\u003cp>But when it comes to updating flood risk and building codes to reflect climate change, Kelly Redmond says that could take decades. \"We have to get a buy in from the engineering community, the city planners. Because there's so much expense to goes into building a bridge or a culvert or a building.\"\u003c/p>\n\u003cp>\u003cstrong>A New Breed of Insurance Company\u003c/strong>\u003c/p>\n\u003cp>There is one industry that's taking note of climate change – insurance.\u003c/p>\n\u003cp>\"The increased variability in climate is going to start to dramatically affect the profits of corporations worldwide,\" says David Friedberg, CEO of San Francisco-based \u003ca href=\"http://www.climate.com/\">The Climate Corporation\u003c/a>.\u003c/p>\n\u003cp>The Climate Corporation is something of a next generation insurance company. They start with computer models that simulate weather and climate patterns. \"We then use those sorts of models to determine what sort of price we should charge for certain weather events occurring,\" says Friedberg.\u003c/p>\n\u003cp>The company works mostly with farmers, insuring them against extreme weather for between 40 and 400 dollars an acre. \"There's a range of things that can occur and that range is certainly widening. And as a result we should start to charge more for those sorts of events when we're insuring them.\"\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Friedberg says this kind of insurance makes sense to a lot of farmers they work with, who are already noticing changing weather patterns. Investor Vinod Kholsa and Google have also noticed and put millions into the company. They're betting new software will be the answer when today's methods no longer work.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Biofuels Face a Reality Check",
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"content": "\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2011/12/2011-12-19-quest.mp3\u003c/p>\n\u003cfigure id=\"attachment_28569\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/12/DSC00009.jpg\">\u003cimg class=\"size-thumbnail wp-image-28569\" title=\"DSC00009\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/12/DSC00009-300x169.jpg\" alt=\"\" width=\"300\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A woody grass called Miscanthus is one of the biofuel feedstocks being examined.\u003c/figcaption>\u003c/figure>\n\u003cp>Despite all the buzz around biofuels, commercial production has been slow to scale up. As a result, the EPA scaled back its goals for advanced biofuels earlier this year. Still, some Bay Area scientists recently made a breakthrough that could move us one step closer to a day when our cars run on fuels from plants.\u003c/p>\n\u003cp>The idea behind biofuels is pretty simple. Plants take sunlight and use that energy to make sugars. The biofuels industry wants to transform those sugars into fuel. That requires some molecular rearranging, so they’re looking to microbes to do the job.\u003c/p>\n\u003cp>At the \u003ca href=\"http://www.jbei.org/\">Joint BioEnergy Institute\u003c/a> (JBEI) in Emeryville, e.coli is the microbe of choice. Researcher Greg Bokinsky shows me racks of glass tubes that are home to e.coli cultures that have been biologically engineered. They’ve created e.coli that munch on a woody plant called \u003ca href=\"http://en.wikipedia.org/wiki/Panicum_virgatum\">switchgrass\u003c/a>.\u003c/p>\n\u003cp>If you’ve heard anything about biofuels, you’ve probably heard about ethanol that’s made from corn, which you can buy at gas stations today. But ethanol can’t be transported long distances because it corrodes pipelines. And using corn for fuel has also raised some concerns.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Corn is used extensively to feed animals. Corn is also used for some food as well, human consumption. So we want to be very careful about using corn itself,” says Jay Keasling, CEO of JBEI.\u003c/p>\n\u003cp>\u003cstrong>Engineering Microbes\u003c/strong>\u003c/p>\n\u003cp>JBEI was founded 5 years ago with a $125 million grant from the Department of Energy. It’s a partnership between UC Berkeley, Lawrence Berkeley National Lab and other groups with the mission of creating biofuels from plants that aren’t used for food – also known as cellulosic biofuels.\u003c/p>\n\u003cp>“Switchgrass is one that gets mentioned a lot,” says Keasling. “Switchgrass is a native to much of the Midwest. It grows without a lot of water and fertilizer.”\u003c/p>\n\u003cp>But unlocking the energy inside switchgrass is no easy task. “Plants have evolved to be tough. There are beetles, there are fungi that want to attack them all the time and get access to those sugars. So they’ve evolved defense mechanisms,” he says.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/12/DSC00005-2.jpg\">\u003cimg class=\"alignleft size-full wp-image-28582\" title=\"DSC00005-2\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/12/DSC00005-2.jpg\" alt=\"A jar of ground-up switchgrass at the Joint BioEnergy Institute.\" width=\"240\" height=\"194\">\u003c/a>\u003c/p>\n\u003cp>The first line of defense is like a barbed wire fence. Plants protect their sugars with a tough material called lignin. Keasling’s team breaks through it using a liquid salt solution.\u003c/p>\n\u003cp>Once it’s gone, the sugars still have to be broken down further. Most companies use industrial enzymes to do that. But this is where Keasling’s \u003ca href=\"http://newscenter.lbl.gov/news-releases/2011/11/29/e-coli-make-three-fuels/\">engineered e.coli\u003c/a> comes in.\u003c/p>\n\u003cp>“What we’ve done is we’ve gone to places like the rainforest in Puerto Rico and to compost piles. We’ve sequenced the organisms that are breaking down that biomass and then cloned those genes into e.coli,” Keasling says.\u003c/p>\n\u003cp>The e.coli break down the sugars for themselves, saving an expensive step in the process. Using the sugars, they produce fuels. “Really they’re pooping out fuels,” says Keasling. “And these are fuels that can be put directly into gasoline engines, diesel engines or jet engines.” These microbes are an exciting breakthrough for Keasling, since they could help bring down the cost of production.\u003c/p>\n\u003cp>\u003cstrong>Federal Goals Scale Back\u003c/strong>\u003c/p>\n\u003cp>The federal government was once excited about cellulosic biofuels, too. In 2006, former President George W Bush included them in his State of the Union address, saying “we'll also fund additional research in cutting-edge methods of producing ethanol, not just from corn but from wood chips and stalks or switchgrass. Our goal is to make this new kind of ethanol practical and competitive within 6 years.”\u003c/p>\n\u003cp>Congress set up tax credits for cellulosic biofuels with a goal of seeing 500 million gallons produced in 2012. Since then, the industry has faced a harsh reality. The \u003ca href=\"http://yosemite.epa.gov/opa/admpress.nsf/1e5ab1124055f3b28525781f0042ed40/477321f362225aac852578b60068bf16!OpenDocument\">goal for next year\u003c/a> has been cut back to just 12 million gallons.\u003c/p>\n\u003cp>“It was oversold. There was a lot of hype around it. It’s a tough problem. We can’t expect this to happen overnight,” says Keasling.\u003c/p>\n\u003cp>Keasling says if there’s anything that casts a shadow over biofuels, it’s the price of their biggest competitor. “If oil is under $100 a barrel, we’re not going to see many advanced biofuels on the market. They’re just not going to be able to compete. It’s virtually impossible,” he says.\u003c/p>\n\u003cp>Chris Somerville, director of the \u003ca href=\"http://www.energybiosciencesinstitute.org/\">Energy Biosciences Institute\u003c/a> (EBI), agrees. “The costs are still not where we need them to be.” EBI is also run by UC Berkeley and Berkeley Lab, among other collaborators. It was started with a $500 million grant from BP.\u003c/p>\n\u003cp>Like JBEI, EBI’s mission is also engineering cellulosic biofuels. They’ve developed specially engineered yeast that eat feedstocks like miscanthus. “It’s going to be another 10 years before it really scales up. And it’s not because there’s a big problem. It’s just takes time to build and bring online big industrial facilities that are first of a kind.”\u003c/p>\n\u003cp>Companies, including BP, are now building commercial-scale biofuel plants. But the science is evolving so quickly, Somerville says it’s hard for companies to commit. “If you’re a company that has to lay down some hundreds of millions of dollars for a new facility and you look around and everyday, there’s new advances, you think, well maybe I’ll wait until next week and build a better facility.”\u003c/p>\n\u003cp>Although some in Congress are impatient over the progress of advanced biofuels, Somerville is confident that it’s just a matter of time before the industry scales up. “What we’re really trying to do is change the world. And we have this huge entrenched energy sector. And so there’s lots of entrenched players that don’t welcome change.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And he says, if we care about addressing climate change, we won’t be able to do it without remaking the fuels that go in our cars.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2011/12/2011-12-19-quest.mp3\u003c/p>\n\u003cfigure id=\"attachment_28569\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/12/DSC00009.jpg\">\u003cimg class=\"size-thumbnail wp-image-28569\" title=\"DSC00009\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/12/DSC00009-300x169.jpg\" alt=\"\" width=\"300\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A woody grass called Miscanthus is one of the biofuel feedstocks being examined.\u003c/figcaption>\u003c/figure>\n\u003cp>Despite all the buzz around biofuels, commercial production has been slow to scale up. As a result, the EPA scaled back its goals for advanced biofuels earlier this year. Still, some Bay Area scientists recently made a breakthrough that could move us one step closer to a day when our cars run on fuels from plants.\u003c/p>\n\u003cp>The idea behind biofuels is pretty simple. Plants take sunlight and use that energy to make sugars. The biofuels industry wants to transform those sugars into fuel. That requires some molecular rearranging, so they’re looking to microbes to do the job.\u003c/p>\n\u003cp>At the \u003ca href=\"http://www.jbei.org/\">Joint BioEnergy Institute\u003c/a> (JBEI) in Emeryville, e.coli is the microbe of choice. Researcher Greg Bokinsky shows me racks of glass tubes that are home to e.coli cultures that have been biologically engineered. They’ve created e.coli that munch on a woody plant called \u003ca href=\"http://en.wikipedia.org/wiki/Panicum_virgatum\">switchgrass\u003c/a>.\u003c/p>\n\u003cp>If you’ve heard anything about biofuels, you’ve probably heard about ethanol that’s made from corn, which you can buy at gas stations today. But ethanol can’t be transported long distances because it corrodes pipelines. And using corn for fuel has also raised some concerns.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Corn is used extensively to feed animals. Corn is also used for some food as well, human consumption. So we want to be very careful about using corn itself,” says Jay Keasling, CEO of JBEI.\u003c/p>\n\u003cp>\u003cstrong>Engineering Microbes\u003c/strong>\u003c/p>\n\u003cp>JBEI was founded 5 years ago with a $125 million grant from the Department of Energy. It’s a partnership between UC Berkeley, Lawrence Berkeley National Lab and other groups with the mission of creating biofuels from plants that aren’t used for food – also known as cellulosic biofuels.\u003c/p>\n\u003cp>“Switchgrass is one that gets mentioned a lot,” says Keasling. “Switchgrass is a native to much of the Midwest. It grows without a lot of water and fertilizer.”\u003c/p>\n\u003cp>But unlocking the energy inside switchgrass is no easy task. “Plants have evolved to be tough. There are beetles, there are fungi that want to attack them all the time and get access to those sugars. So they’ve evolved defense mechanisms,” he says.\u003c/p>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/12/DSC00005-2.jpg\">\u003cimg class=\"alignleft size-full wp-image-28582\" title=\"DSC00005-2\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/12/DSC00005-2.jpg\" alt=\"A jar of ground-up switchgrass at the Joint BioEnergy Institute.\" width=\"240\" height=\"194\">\u003c/a>\u003c/p>\n\u003cp>The first line of defense is like a barbed wire fence. Plants protect their sugars with a tough material called lignin. Keasling’s team breaks through it using a liquid salt solution.\u003c/p>\n\u003cp>Once it’s gone, the sugars still have to be broken down further. Most companies use industrial enzymes to do that. But this is where Keasling’s \u003ca href=\"http://newscenter.lbl.gov/news-releases/2011/11/29/e-coli-make-three-fuels/\">engineered e.coli\u003c/a> comes in.\u003c/p>\n\u003cp>“What we’ve done is we’ve gone to places like the rainforest in Puerto Rico and to compost piles. We’ve sequenced the organisms that are breaking down that biomass and then cloned those genes into e.coli,” Keasling says.\u003c/p>\n\u003cp>The e.coli break down the sugars for themselves, saving an expensive step in the process. Using the sugars, they produce fuels. “Really they’re pooping out fuels,” says Keasling. “And these are fuels that can be put directly into gasoline engines, diesel engines or jet engines.” These microbes are an exciting breakthrough for Keasling, since they could help bring down the cost of production.\u003c/p>\n\u003cp>\u003cstrong>Federal Goals Scale Back\u003c/strong>\u003c/p>\n\u003cp>The federal government was once excited about cellulosic biofuels, too. In 2006, former President George W Bush included them in his State of the Union address, saying “we'll also fund additional research in cutting-edge methods of producing ethanol, not just from corn but from wood chips and stalks or switchgrass. Our goal is to make this new kind of ethanol practical and competitive within 6 years.”\u003c/p>\n\u003cp>Congress set up tax credits for cellulosic biofuels with a goal of seeing 500 million gallons produced in 2012. Since then, the industry has faced a harsh reality. The \u003ca href=\"http://yosemite.epa.gov/opa/admpress.nsf/1e5ab1124055f3b28525781f0042ed40/477321f362225aac852578b60068bf16!OpenDocument\">goal for next year\u003c/a> has been cut back to just 12 million gallons.\u003c/p>\n\u003cp>“It was oversold. There was a lot of hype around it. It’s a tough problem. We can’t expect this to happen overnight,” says Keasling.\u003c/p>\n\u003cp>Keasling says if there’s anything that casts a shadow over biofuels, it’s the price of their biggest competitor. “If oil is under $100 a barrel, we’re not going to see many advanced biofuels on the market. They’re just not going to be able to compete. It’s virtually impossible,” he says.\u003c/p>\n\u003cp>Chris Somerville, director of the \u003ca href=\"http://www.energybiosciencesinstitute.org/\">Energy Biosciences Institute\u003c/a> (EBI), agrees. “The costs are still not where we need them to be.” EBI is also run by UC Berkeley and Berkeley Lab, among other collaborators. It was started with a $500 million grant from BP.\u003c/p>\n\u003cp>Like JBEI, EBI’s mission is also engineering cellulosic biofuels. They’ve developed specially engineered yeast that eat feedstocks like miscanthus. “It’s going to be another 10 years before it really scales up. And it’s not because there’s a big problem. It’s just takes time to build and bring online big industrial facilities that are first of a kind.”\u003c/p>\n\u003cp>Companies, including BP, are now building commercial-scale biofuel plants. But the science is evolving so quickly, Somerville says it’s hard for companies to commit. “If you’re a company that has to lay down some hundreds of millions of dollars for a new facility and you look around and everyday, there’s new advances, you think, well maybe I’ll wait until next week and build a better facility.”\u003c/p>\n\u003cp>Although some in Congress are impatient over the progress of advanced biofuels, Somerville is confident that it’s just a matter of time before the industry scales up. “What we’re really trying to do is change the world. And we have this huge entrenched energy sector. And so there’s lots of entrenched players that don’t welcome change.”\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>And he says, if we care about addressing climate change, we won’t be able to do it without remaking the fuels that go in our cars.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Clean Tech Earns Its Stripes",
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"content": "\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2011/10/2011-10-03-quest.mp3\u003c/p>\n\u003cfigure id=\"attachment_25574\" class=\"wp-caption alignleft\" style=\"max-width: 354px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/BEST-101022-N-6889J-107.jpg\">\u003cimg class=\"size-medium wp-image-25574\" title=\"A Riverine Command Boat running on a 50/50 blend of algae-based and traditional fuel.\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/BEST-101022-N-6889J-107-354x253.jpg\" alt=\"\" width=\"354\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Riverine Command Boat running on a 50/50 blend of algae-based and traditional fuel.\u003c/figcaption>\u003c/figure>\n\u003cp>Here's a question: Who’s the largest energy user, by far, in the United States?\u003c/p>\n\u003cp>Answer: the U.S. Military. Its annual energy bill runs about $15 billion dollars a year, which is why the Department of Defense has developed a keen interest in finding other ways to meet its energy needs, including investing in alternative energy.\u003c/p>\n\u003cp>Traditionally, the military has been deeply dependent on fossil fuels, which power its helicopters and ships, as well as over a hundred thousand diesel generators that keep tents air conditioned and batteries charged in places like Iraq and Afghanistan.\u003c/p>\n\u003cp>But on the battlefield, oil can be a dangerous liability. Last year there were more than a thousand attacks on US military fuel convoys. US Navy Secretary Ray Mabus says in order to be an effective military force, you have to know what your own vulnerabilities are.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"One of the ones that rose to the top was our dependence on fossil fuels,\" says Mabus.\u003cbr>\n\u003cstrong>\u003cbr>\nThe Price -- and Opportunity -- of Instability\u003c/strong>\u003c/p>\n\u003cp>Fossil fuels aren't just highly flammable, they can also require doing business with the very countries the US is often in conflict with. Political instability often leads to price spikes. Take, for example, the recent conflict in Libya.\u003c/p>\n\u003cp>\"Libya is a big oil producer, but not the biggest one,\" says Mabus. \"But simply the disruption in Libya caused the price of oil to go up almost $30 a barrel.\"\u003c/p>\n\u003cp>That's no small hiccup for an organization that consumes 300,000 barrels of oil a day.\u003c/p>\n\u003cp>Even an increase of just one dollar a barrel can force a major reshuffling of funds, says Mabus. \"Every time the price of oil goes up a dollar a barrel it costs the Navy an extra $31 million in fuel costs.\"\u003c/p>\n\u003cp>\"The only place we have to get that is from our readiness account,\" he says, \"so [there are] fewer flying hours, less training.\"\u003c/p>\n\u003cp>This sensitivity to price spikes has sent the military in what might seem an unlikely direction: It’s become a major investor in alternative energy.\u003c/p>\n\u003cp>Phyllis Cuttino directs the clean energy program for the \u003ca href=\"http://www.pewenvironment.org/campaigns/pew-energy-and-climate-campaign/id/8589935316\">Pew Charitable Trusts\u003c/a> and is author of a recent report on the military and alternative energy, \u003ca href=\"http://www.pewenvironment.org/news-room/reports/from-barracks-to-battlefield-clean-energy-innovation-and-americas-armed-forces-85899364060\">From Barracks to the Battlefield: Clean Energy Innovation and America's Armed Forces\u003c/a>.\u003c/p>\n\u003cp>She says whatever the military can do to reduce fuel use, it's doing. According to the report, over the last four years the military has tripled its investment in technologies like biofuels, solar panels, and electric vehicles, to $1.2 billion a year.\u003c/p>\n\u003cp>\"The Department of Defense is not doing all this work in biofuels and efficiency, for example, because they are green, or because they are environmentalists,\" says Cuttino. \"They are doing it because they want to increase effectiveness and reduce costs.\"\u003c/p>\n\u003cp>\u003cstrong>New Partnerships in Silicon Valley\u003c/strong>\u003c/p>\n\u003cp>That’s been a boon for people like Bob MacDonald, the CTO and co-founder of Skyline Solar, in Mountain View, California. Skyline's solar arrays are relatively low-tech, made from off-the-shelf components and are easy to assemble.\u003c/p>\n\u003cfigure id=\"attachment_25579\" class=\"wp-caption alignright\" style=\"max-width: 189px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Bob-MacDonald-e1317365300647.jpg\">\u003cimg class=\"size-medium wp-image-25579\" title=\"Bob MacDonald helped get Skyline Solar its $1.58 million military contract\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Bob-MacDonald-e1317365300647-189x253.jpg\" alt=\"\" width=\"189\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bob MacDonald helped get Skyline Solar its $1.58 million military contract\u003c/figcaption>\u003c/figure>\n\u003cp>A few years ago, MacDonald saw that the military was looking for clean tech companies like his to partner with. He flew to Washington to present Skyline's product. He says it was a bit intimidating.\u003c/p>\n\u003cp>\"There was a lot of brass,\" he recalls, \"literally, a lot of stripes and shoulder adornments around the table. I kept it simple. Sir, yes sir.\"\u003c/p>\n\u003cp>MacDonald soon realized his audience had a lot in common with the venture capitalists he does business with out here in California. The military officials liked that Skyline's components are easy to source and that they're portable. An added benefit is the stealth effect, says MacDonald: Solar panels are a lot quieter than a diesel generator.\u003c/p>\n\u003cp>Macdonald has a \u003ca href=\"http://www.pv-tech.org/news/project_focus_skyline_solar_to_deploy_two_100kw_demo_systems_on_u.s._milita\">$1.58 million contract\u003c/a> to try out his arrays on two US military bases, one in Texas, one in Southern California. If the pilot is successful, he’d like to see his systems operating overseas, powering remote bases in Iraq and Afghanistan.\u003c/p>\n\u003cp>Solazyme, in South San Francisco, is also benefiting from military investment.\u003c/p>\n\u003cp>The company's algae-based biofuel is being tested in Seahawk helicopters, as well as Navy vessels in Virginia and other parts of the country. CEO Jonathan Wolfson says the $8 million military contract is less than a quarter of his company's revenue, but it sends a powerful message to other investors.\u003c/p>\n\u003cfigure id=\"attachment_25580\" class=\"wp-caption alignright\" style=\"max-width: 337px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/GOOD_WOLFSON-012.jpg\">\u003cimg class=\"size-medium wp-image-25580\" title=\"Jonathan Wolfson is CEO of Solazyme, which produces algae-based biofuel for the US Navy\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/GOOD_WOLFSON-012-337x253.jpg\" alt=\"\" width=\"337\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jonathan Wolfson is CEO of Solazyme, which produces algae-based biofuel for the US Navy\u003c/figcaption>\u003c/figure>\n\u003cp>\"I mean, eight years ago we were five people with a completely delusional dream,\" says Wolfson. \"So go from that to [being partnered with] an entity like the military, which is very, very disciplined and demands an enormous level of discipline out of its suppliers. It does really good things to help a company like Solazyme.\"\u003c/p>\n\u003cp>\u003cstrong>Bridging the \"Valley of Death\" Between Innovation and the Market\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Wolfson says by the sheer force of its purchasing power, the military can transform a technology from cutting edge to mainstream. He points out that it's happened before.\u003c/p>\n\u003cp>\"People forget that the Internet they go log onto every day was funded by the Department of Defense. They forget that the entire semiconductor industry was [built up] by they Defense Department. They were the ones that got the first orders and got the first plants built.\"\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\nThe Solyndra Effect\u003c/strong>\u003c/p>\n\u003cp>Lately, in Washington, the words “clean technology” have become \u003ca href=\"http://www.mercurynews.com/business/ci_18887134\">a political flashpoint\u003c/a>. At a \u003ca href=\"http://www.nytimes.com/2011/09/23/science/earth/23energy.html\">September 22 hearing\u003c/a> focused on the bankruptcy of Fremont-based solar panel maker Solyndra. Issa, who chairs the House Oversight and Government Reform Committee railed against the Obama Administration's investments in alternative technology.\u003c/p>\n\u003cp>\"The Obama Administration has systematically waged a war on carbon-based energy in pursuit of new green energy,\" said Issa. \"Jobs have not been produced in a sustained fashion or in the number promised and bills of taxpayer dollars have done little to truly stimulate the economy.\"\u003c/p>\n\u003cp>Issa and other Republicans have argued government should avoid investing in clean tech all together. And this has put Navy Secretary Mabus in a curious position: A high level military official turned into one of clean tech’s most vocal defenders. He says as the head of the US Navy, that’s his job.\u003c/p>\n\u003cp>\"We’re doing this to become a better military, to make us better war fighters. We’re doing this as a matter of security, of energy security and national security. The fundamental purpose of our doing this is so that we will be better at the mission that the US has given us.\"\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Mabus says \u003ca href=\"http://www.navy.mil/search/display.asp?story_id=56757\">his goal \u003c/a>is that by the year 2020, the Navy and Marine Corps will get at least half its fuel from non fossil-fuel sources.\u003c/p>\n\n",
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"excerpt": "The largest energy user in the United States is the U.S. Military. Its annual energy bill runs about $15 billion dollars a year, which is why the Department of Defense has developed a keen interest in finding other ways to meet its energy needs, including investing in alternative energy. ",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2011/10/2011-10-03-quest.mp3\u003c/p>\n\u003cfigure id=\"attachment_25574\" class=\"wp-caption alignleft\" style=\"max-width: 354px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/BEST-101022-N-6889J-107.jpg\">\u003cimg class=\"size-medium wp-image-25574\" title=\"A Riverine Command Boat running on a 50/50 blend of algae-based and traditional fuel.\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/BEST-101022-N-6889J-107-354x253.jpg\" alt=\"\" width=\"354\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Riverine Command Boat running on a 50/50 blend of algae-based and traditional fuel.\u003c/figcaption>\u003c/figure>\n\u003cp>Here's a question: Who’s the largest energy user, by far, in the United States?\u003c/p>\n\u003cp>Answer: the U.S. Military. Its annual energy bill runs about $15 billion dollars a year, which is why the Department of Defense has developed a keen interest in finding other ways to meet its energy needs, including investing in alternative energy.\u003c/p>\n\u003cp>Traditionally, the military has been deeply dependent on fossil fuels, which power its helicopters and ships, as well as over a hundred thousand diesel generators that keep tents air conditioned and batteries charged in places like Iraq and Afghanistan.\u003c/p>\n\u003cp>But on the battlefield, oil can be a dangerous liability. Last year there were more than a thousand attacks on US military fuel convoys. US Navy Secretary Ray Mabus says in order to be an effective military force, you have to know what your own vulnerabilities are.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"One of the ones that rose to the top was our dependence on fossil fuels,\" says Mabus.\u003cbr>\n\u003cstrong>\u003cbr>\nThe Price -- and Opportunity -- of Instability\u003c/strong>\u003c/p>\n\u003cp>Fossil fuels aren't just highly flammable, they can also require doing business with the very countries the US is often in conflict with. Political instability often leads to price spikes. Take, for example, the recent conflict in Libya.\u003c/p>\n\u003cp>\"Libya is a big oil producer, but not the biggest one,\" says Mabus. \"But simply the disruption in Libya caused the price of oil to go up almost $30 a barrel.\"\u003c/p>\n\u003cp>That's no small hiccup for an organization that consumes 300,000 barrels of oil a day.\u003c/p>\n\u003cp>Even an increase of just one dollar a barrel can force a major reshuffling of funds, says Mabus. \"Every time the price of oil goes up a dollar a barrel it costs the Navy an extra $31 million in fuel costs.\"\u003c/p>\n\u003cp>\"The only place we have to get that is from our readiness account,\" he says, \"so [there are] fewer flying hours, less training.\"\u003c/p>\n\u003cp>This sensitivity to price spikes has sent the military in what might seem an unlikely direction: It’s become a major investor in alternative energy.\u003c/p>\n\u003cp>Phyllis Cuttino directs the clean energy program for the \u003ca href=\"http://www.pewenvironment.org/campaigns/pew-energy-and-climate-campaign/id/8589935316\">Pew Charitable Trusts\u003c/a> and is author of a recent report on the military and alternative energy, \u003ca href=\"http://www.pewenvironment.org/news-room/reports/from-barracks-to-battlefield-clean-energy-innovation-and-americas-armed-forces-85899364060\">From Barracks to the Battlefield: Clean Energy Innovation and America's Armed Forces\u003c/a>.\u003c/p>\n\u003cp>She says whatever the military can do to reduce fuel use, it's doing. According to the report, over the last four years the military has tripled its investment in technologies like biofuels, solar panels, and electric vehicles, to $1.2 billion a year.\u003c/p>\n\u003cp>\"The Department of Defense is not doing all this work in biofuels and efficiency, for example, because they are green, or because they are environmentalists,\" says Cuttino. \"They are doing it because they want to increase effectiveness and reduce costs.\"\u003c/p>\n\u003cp>\u003cstrong>New Partnerships in Silicon Valley\u003c/strong>\u003c/p>\n\u003cp>That’s been a boon for people like Bob MacDonald, the CTO and co-founder of Skyline Solar, in Mountain View, California. Skyline's solar arrays are relatively low-tech, made from off-the-shelf components and are easy to assemble.\u003c/p>\n\u003cfigure id=\"attachment_25579\" class=\"wp-caption alignright\" style=\"max-width: 189px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Bob-MacDonald-e1317365300647.jpg\">\u003cimg class=\"size-medium wp-image-25579\" title=\"Bob MacDonald helped get Skyline Solar its $1.58 million military contract\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Bob-MacDonald-e1317365300647-189x253.jpg\" alt=\"\" width=\"189\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bob MacDonald helped get Skyline Solar its $1.58 million military contract\u003c/figcaption>\u003c/figure>\n\u003cp>A few years ago, MacDonald saw that the military was looking for clean tech companies like his to partner with. He flew to Washington to present Skyline's product. He says it was a bit intimidating.\u003c/p>\n\u003cp>\"There was a lot of brass,\" he recalls, \"literally, a lot of stripes and shoulder adornments around the table. I kept it simple. Sir, yes sir.\"\u003c/p>\n\u003cp>MacDonald soon realized his audience had a lot in common with the venture capitalists he does business with out here in California. The military officials liked that Skyline's components are easy to source and that they're portable. An added benefit is the stealth effect, says MacDonald: Solar panels are a lot quieter than a diesel generator.\u003c/p>\n\u003cp>Macdonald has a \u003ca href=\"http://www.pv-tech.org/news/project_focus_skyline_solar_to_deploy_two_100kw_demo_systems_on_u.s._milita\">$1.58 million contract\u003c/a> to try out his arrays on two US military bases, one in Texas, one in Southern California. If the pilot is successful, he’d like to see his systems operating overseas, powering remote bases in Iraq and Afghanistan.\u003c/p>\n\u003cp>Solazyme, in South San Francisco, is also benefiting from military investment.\u003c/p>\n\u003cp>The company's algae-based biofuel is being tested in Seahawk helicopters, as well as Navy vessels in Virginia and other parts of the country. CEO Jonathan Wolfson says the $8 million military contract is less than a quarter of his company's revenue, but it sends a powerful message to other investors.\u003c/p>\n\u003cfigure id=\"attachment_25580\" class=\"wp-caption alignright\" style=\"max-width: 337px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/GOOD_WOLFSON-012.jpg\">\u003cimg class=\"size-medium wp-image-25580\" title=\"Jonathan Wolfson is CEO of Solazyme, which produces algae-based biofuel for the US Navy\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/GOOD_WOLFSON-012-337x253.jpg\" alt=\"\" width=\"337\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jonathan Wolfson is CEO of Solazyme, which produces algae-based biofuel for the US Navy\u003c/figcaption>\u003c/figure>\n\u003cp>\"I mean, eight years ago we were five people with a completely delusional dream,\" says Wolfson. \"So go from that to [being partnered with] an entity like the military, which is very, very disciplined and demands an enormous level of discipline out of its suppliers. It does really good things to help a company like Solazyme.\"\u003c/p>\n\u003cp>\u003cstrong>Bridging the \"Valley of Death\" Between Innovation and the Market\u003cbr>\n\u003c/strong>\u003c/p>\n\u003cp>Wolfson says by the sheer force of its purchasing power, the military can transform a technology from cutting edge to mainstream. He points out that it's happened before.\u003c/p>\n\u003cp>\"People forget that the Internet they go log onto every day was funded by the Department of Defense. They forget that the entire semiconductor industry was [built up] by they Defense Department. They were the ones that got the first orders and got the first plants built.\"\u003c/p>\n\u003cp>\u003cstrong>\u003cbr>\nThe Solyndra Effect\u003c/strong>\u003c/p>\n\u003cp>Lately, in Washington, the words “clean technology” have become \u003ca href=\"http://www.mercurynews.com/business/ci_18887134\">a political flashpoint\u003c/a>. At a \u003ca href=\"http://www.nytimes.com/2011/09/23/science/earth/23energy.html\">September 22 hearing\u003c/a> focused on the bankruptcy of Fremont-based solar panel maker Solyndra. Issa, who chairs the House Oversight and Government Reform Committee railed against the Obama Administration's investments in alternative technology.\u003c/p>\n\u003cp>\"The Obama Administration has systematically waged a war on carbon-based energy in pursuit of new green energy,\" said Issa. \"Jobs have not been produced in a sustained fashion or in the number promised and bills of taxpayer dollars have done little to truly stimulate the economy.\"\u003c/p>\n\u003cp>Issa and other Republicans have argued government should avoid investing in clean tech all together. And this has put Navy Secretary Mabus in a curious position: A high level military official turned into one of clean tech’s most vocal defenders. He says as the head of the US Navy, that’s his job.\u003c/p>\n\u003cp>\"We’re doing this to become a better military, to make us better war fighters. We’re doing this as a matter of security, of energy security and national security. The fundamental purpose of our doing this is so that we will be better at the mission that the US has given us.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Mabus says \u003ca href=\"http://www.navy.mil/search/display.asp?story_id=56757\">his goal \u003c/a>is that by the year 2020, the Navy and Marine Corps will get at least half its fuel from non fossil-fuel sources.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"disqusTitle": "Climate Change Could Mean Cloudy Future for Lake Tahoe",
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"content": "\u003cp>http://www.kqed.org/.stream/anon/radio/quest/2011/09/2011-09-19-quest.mp3\u003c/p>\n\u003cfigure id=\"attachment_24562\" class=\"wp-caption alignleft\" style=\"max-width: 300px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Lake-Tahoe.jpg\">\u003cimg class=\"size-thumbnail wp-image-24562\" title=\"Lake Tahoe\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Lake-Tahoe-300x169.jpg\" alt=\"\" width=\"300\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Climate change and invasive species threaten Lake Tahoe just as restoration funding dwindles. (Photo: Lauren Sommer)\u003c/figcaption>\u003c/figure>\n\u003cp>Over the last 15 years, more than a billion dollars has been spent to protect Lake Tahoe's clear waters from runoff and erosion. Now, new threats to lake's clarity are emerging, just as restoration funding is drying up.\u003c/p>\n\u003cp>Researchers from UC Davis are hot on the trail of one of those threats. On a recent late summer morning, Katie Webb and a team from UC Davis's \u003ca href=\"http://terc.ucdavis.edu/\">Tahoe Environmental Research Center\u003c/a> went looking for it on a boat near South Lake Tahoe.\u003c/p>\n\u003cp>\"So what we're looking for is a metal clam corral,\" Webb says, pulling on her scuba gear. The \"clam corral\" is a wire basket that holds clams living on the lake bottom. Webb swims down to it and attaches a rope, so the team can pull it on board.\u003c/p>\n\u003cp>The clams inside are \u003ca href=\"http://terc.ucdavis.edu/research/aquaticinvasives.html\">Asian clams\u003c/a>, an invasive species. They were not a welcome visitor when they were discovered in Lake Tahoe in 2002. Webb and her team are monitoring these corralled clams to see how fast the population is growing.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\"So you can see this individual is number 11,\" she says, pointing to a tiny number super-glued on its shell. They use the numbers to track individuals over time. \"We can see how much they've grown since we checked them in February and it should be a lot. They grow a lot in the summertime,\" Webb says.\u003c/p>\n\u003cp>\"What they do is somewhat disturbing,\" says Geoff Schladow, director of the Tahoe Environmental Research Center. Asian clams filter massive amounts of lake water and that's where the problem starts.\u003c/p>\n\u003cp>\"Of everything they filter, they consume about 10 percent of it and 90 percent they excrete. So their excretions are like these huge nutrient bombs,\" Schladow says.\u003c/p>\n\u003cfigure id=\"attachment_24565\" class=\"wp-caption alignright\" style=\"max-width: 192px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Asianclam.jpg\">\u003cimg class=\"size-thumbnail wp-image-24565\" title=\"Asianclam\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Asianclam-192x169.jpg\" alt=\"\" width=\"192\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">UC Davis researcher Katie Webb holds an Asian clam from their population study. (Photo: Lauren Sommer)\u003c/figcaption>\u003c/figure>\n\u003cp>With thousands of clams per square meter in some parts of the lake, their \"nutrient bombs\" help create algae blooms.\u003c/p>\n\u003cp>\"So you have this bright green, stringy algae, sort of clinging to the bottom, a few tens of yards from the beach. People would be astounded to see this cause it looks like any place but Tahoe,\" he says.\u003c/p>\n\u003cp>In the face of this invasion, a team from UC Davis has been experimenting with \u003ca href=\"http://terc.ucdavis.edu/research/aquaticinvasives.html\">rubber mats that suffocate Asian clams\u003c/a> on the lake bottom. So far, the treatment looks promising.\u003c/p>\n\u003cp>\u003cstrong>Tahoe Basin Building Boom\u003c/strong>\u003c/p>\n\u003cp>Keeping the lake blue - and not green - has been a rallying cry for both environmental groups and Tahoe's tourism industry. Forty years ago, scientists could see 100 feet into the lake. Today, the clarity has decreased significantly to 64 feet.\u003c/p>\n\u003cp>\"We're essentially like a bowl and what happens on the land affects the water,\" says Julie Regan of the \u003ca href=\"http://www.trpa.org/\">Tahoe Regional Planning Agency\u003c/a>. The agency oversees development on both the California and Nevada sides.\u003c/p>\n\u003cp>\"What happened on the land in the 50s, 60s and 70s is that we had a lot of development – rampant overdevelopment,\" she says. Tahoe hosted 1960 Winter Olympics at Squaw Valley. Casinos went up. Building was booming. And soon, the region had a runoff problem.\u003c/p>\n\u003cp>\"It's driveways. It's houses. What you cover on the land then interferes with the soils ability to filter runoff. That's what's causing clarity loss,\" says Regan.\u003c/p>\n\u003cp>Over the past 15 years, local agencies have tried to stop this decline with $1.5 billion of federal, state and local money. They've preserved open space and built projects to control erosion and filter runoff.\u003c/p>\n\u003cp>\"In 2008 we got the news from the scientific community that we had stopped the slide and decline of lake clarity. That was great news,\" says Regan.\u003c/p>\n\u003cp>\u003cstrong>Scientists See Climate Change Impacts\u003c/strong>\u003c/p>\n\u003cp>In 2010, however, researchers at UC Davis found the \u003ca href=\"http://terc.ucdavis.edu/images/SecchiDepthChart_1967-2010.jpg\">second worst clarity level ever recorded\u003c/a>. Geoff Schladow says runoff isn't the only culprit.\u003c/p>\n\u003cp>\"What we've had just in the last few years is this explosion, this large increase in algae and they seem to be concentrated right near the surface,\" says Schladow.\u003c/p>\n\u003cp>These algae are invisible to the eye, but they're the right size to make the water look cloudier. Normally, they're competing with large algae near the surface. But Schladow says that's changing. Algae are heavier than water, so they gradually sink.\u003c/p>\n\u003cp>\"The algae in the past tended to be mixed by the wind every few days. So if you're a large algae and you sank down 50 or 100 feet, you could be brought up again into the light by mixing.\"\u003c/p>\n\u003cp>Recently, the lake hasn't been mixing as much. The reason, Schladow thinks, is that the surface waters of the lake have gotten warmer with climate change. Warmer water is lighter than the cold, dense water at the bottom of the lake. So it's little bit like oil and water. The layers of the lake are more resistant to mixing.\u003c/p>\n\u003cp>\"Now when we have less mixing, the large algae sink out. All we're left with are the small ones. And so their numbers are going up,\" says Schladow.\u003c/p>\n\u003cp>After decades of conservation work to reduce runoff, a lot of people are disappointed to see climate change posing a new threat to Lake Tahoe's clarity.\u003c/p>\n\u003cp>Schladow thinks it's not hopeless. \"It's a call to redouble what we're doing, not to give up and walk away. It's now needed not just to restore clarity but to ward off what may be some pretty uncomfortable and disturbing features of climate change.\"\u003c/p>\n\u003cp>\u003cstrong>Restoration Funds Running Out\u003c/strong>\u003c/p>\n\u003cp>After an unprecedented influx of restoration funding, resources are now running low. Senator Dianne Feinstein introduced the Lake Tahoe Restoration Act of 2011 in Congress to authorize more, but has said she's not optimistic about getting it passed.\u003c/p>\n\u003cp>\"We know the funding picture could potentially be bleak, so we're looking to any strategy that we can to keep this momentum going in terms of restoration,\" says Julie Regan of TRPA.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>On top of that, Nevada is threatening to end its forty-year partnership with California by pulling out of the Tahoe Regional Planning Agency, unless concessions are made about its voting power on new development. Regan says it's just one more challenge that will make the next few years a critical time for Lake Tahoe's future.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\"So you can see this individual is number 11,\" she says, pointing to a tiny number super-glued on its shell. They use the numbers to track individuals over time. \"We can see how much they've grown since we checked them in February and it should be a lot. They grow a lot in the summertime,\" Webb says.\u003c/p>\n\u003cp>\"What they do is somewhat disturbing,\" says Geoff Schladow, director of the Tahoe Environmental Research Center. Asian clams filter massive amounts of lake water and that's where the problem starts.\u003c/p>\n\u003cp>\"Of everything they filter, they consume about 10 percent of it and 90 percent they excrete. So their excretions are like these huge nutrient bombs,\" Schladow says.\u003c/p>\n\u003cfigure id=\"attachment_24565\" class=\"wp-caption alignright\" style=\"max-width: 192px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Asianclam.jpg\">\u003cimg class=\"size-thumbnail wp-image-24565\" title=\"Asianclam\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2011/09/Asianclam-192x169.jpg\" alt=\"\" width=\"192\" height=\"169\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">UC Davis researcher Katie Webb holds an Asian clam from their population study. (Photo: Lauren Sommer)\u003c/figcaption>\u003c/figure>\n\u003cp>With thousands of clams per square meter in some parts of the lake, their \"nutrient bombs\" help create algae blooms.\u003c/p>\n\u003cp>\"So you have this bright green, stringy algae, sort of clinging to the bottom, a few tens of yards from the beach. People would be astounded to see this cause it looks like any place but Tahoe,\" he says.\u003c/p>\n\u003cp>In the face of this invasion, a team from UC Davis has been experimenting with \u003ca href=\"http://terc.ucdavis.edu/research/aquaticinvasives.html\">rubber mats that suffocate Asian clams\u003c/a> on the lake bottom. So far, the treatment looks promising.\u003c/p>\n\u003cp>\u003cstrong>Tahoe Basin Building Boom\u003c/strong>\u003c/p>\n\u003cp>Keeping the lake blue - and not green - has been a rallying cry for both environmental groups and Tahoe's tourism industry. Forty years ago, scientists could see 100 feet into the lake. Today, the clarity has decreased significantly to 64 feet.\u003c/p>\n\u003cp>\"We're essentially like a bowl and what happens on the land affects the water,\" says Julie Regan of the \u003ca href=\"http://www.trpa.org/\">Tahoe Regional Planning Agency\u003c/a>. The agency oversees development on both the California and Nevada sides.\u003c/p>\n\u003cp>\"What happened on the land in the 50s, 60s and 70s is that we had a lot of development – rampant overdevelopment,\" she says. Tahoe hosted 1960 Winter Olympics at Squaw Valley. Casinos went up. Building was booming. And soon, the region had a runoff problem.\u003c/p>\n\u003cp>\"It's driveways. It's houses. What you cover on the land then interferes with the soils ability to filter runoff. That's what's causing clarity loss,\" says Regan.\u003c/p>\n\u003cp>Over the past 15 years, local agencies have tried to stop this decline with $1.5 billion of federal, state and local money. They've preserved open space and built projects to control erosion and filter runoff.\u003c/p>\n\u003cp>\"In 2008 we got the news from the scientific community that we had stopped the slide and decline of lake clarity. 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"order": 8
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},
"link": "https://www.cityarts.net",
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"order": 1
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"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
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"order": 9
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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"airtime": "SUN 7:30pm-8pm",
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"hyphenacion": {
"id": "hyphenacion",
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"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
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"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
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"order": 18
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},
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"id": "latino-usa",
"title": "Latino USA",
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"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
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},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"masters-of-scale": {
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"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
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"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
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"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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]
},
"authModal": {
"isOpen": false,
"view": "LANDING_VIEW"
},
"error": null
},
"youthMediaReducer": {},
"checkPleaseReducer": {
"filterData": {
"region": {
"key": "Restaurant Region",
"filters": [
"Any Region"
]
},
"cuisine": {
"key": "Restaurant Cuisine",
"filters": [
"Any Cuisine"
]
}
},
"restaurantDataById": {},
"restaurantIdsSorted": [],
"error": null
},
"userAgentReducer": {
"userAgent": "Mozilla/5.0 AppleWebKit/537.36 (KHTML, like Gecko; compatible; ClaudeBot/1.0; +claudebot@anthropic.com)",
"isBot": true
},
"requestOutcomesReducer": {
"notFound": []
}
}
