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Also, discover how some Galapagos penguins are surviving warmer temperatures.\u003c/p>\n\u003ch2>Segment Details\u003c/h2>\n\u003cp>Watch the full 1/2 hour television episode above or watch individual segments and read accompanying articles:\u003c/p>\n\u003cul>\n\u003cli>\u003ca title=\"Sea Otters v. Climate Change\" href=\"http://ww2.kqed.org/quest/video/sea-otters-urchins-kelp-climate-change/\">Sea Otters v. Climate Change\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Highway to Hydrogen\" href=\"http://ww2.kqed.org/quest/video/highway-to-hydrogen-fuel-cell-vehicles/\">Highway to Hydrogen\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Building Better Forests\" href=\"http://ww2.kqed.org/quest/video/building-better-forests/\">Building Better Forests\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Penguin Sentinels\" href=\"http://ww2.kqed.org/quest/video/penguin-sentinels/\">Penguin Sentinels\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Discover how sea otters, hydrogen-powered cars and old-growth forests are helping to battle climate change. Also, learn how some Galapagos penguins are surviving warmer temperatures.","status":"publish","parent":0,"modified":1457556289,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":4,"wordCount":93},"headData":{"title":"QUEST TV - Keeping it Cool: Sea Otters, New Cars and Old Forests | KQED","description":"Discover how sea otters, hydrogen-powered cars and old-growth forests are helping to battle climate change. Also, learn how some Galapagos penguins are surviving warmer temperatures.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"QUEST TV - Keeping it Cool: Sea Otters, New Cars and Old Forests","datePublished":"2014-04-09T14:00:08.000Z","dateModified":"2016-03-09T20:44:49.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"69317 http://science.kqed.org/quest/?post_type=videos&p=69317","disqusUrl":"https://ww2.kqed.org/quest/2014/04/09/quest-tv-keeping-it-cool-sea-otters-new-cars-and-old-forests/","disqusTitle":"QUEST TV - Keeping it Cool: Sea Otters, New Cars and Old Forests","videoEmbed":"https://www.youtube.com/watch?v=3Z--dVTF0ck","source":"Environment","sourceUrl":"https://ww2.kqed.org/quest/category/environment/","path":"/quest/69317/quest-tv-keeping-it-cool-sea-otters-new-cars-and-old-forests","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003ch2>Episode Description\u003c/h2>\n\u003cp>Meet biologists in Washington state exploring the surprising connection between sea otters and climate change; take a test drive in California with some new hydrogen-powered cars that only emit water vapor; and find out how scientists in Wisconsin are working to build a more resilient forest. Also, discover how some Galapagos penguins are surviving warmer temperatures.\u003c/p>\n\u003ch2>Segment Details\u003c/h2>\n\u003cp>Watch the full 1/2 hour television episode above or watch individual segments and read accompanying articles:\u003c/p>\n\u003cul>\n\u003cli>\u003ca title=\"Sea Otters v. Climate Change\" href=\"http://ww2.kqed.org/quest/video/sea-otters-urchins-kelp-climate-change/\">Sea Otters v. Climate Change\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Highway to Hydrogen\" href=\"http://ww2.kqed.org/quest/video/highway-to-hydrogen-fuel-cell-vehicles/\">Highway to Hydrogen\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Building Better Forests\" href=\"http://ww2.kqed.org/quest/video/building-better-forests/\">Building Better Forests\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Penguin Sentinels\" href=\"http://ww2.kqed.org/quest/video/penguin-sentinels/\">Penguin Sentinels\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/69317/quest-tv-keeping-it-cool-sea-otters-new-cars-and-old-forests","authors":["10216"],"categories":["quest_4","quest_6","quest_11765","quest_9","quest_3422","quest_3233","quest_11766"],"tags":["quest_326","quest_13193","quest_499","quest_621","quest_984","quest_12803","quest_1132","quest_1151","quest_12269","quest_1161","quest_1425","quest_10014","quest_12804","quest_12805","quest_2046","quest_2149","quest_2349","quest_12550","quest_2893","quest_2983","quest_3071"],"featImg":"quest_69324","label":"source_quest_69317"},"quest_67209":{"type":"posts","id":"quest_67209","meta":{"index":"posts_1591205157","site":"quest","id":"67209","score":null,"sort":[1396634425000]},"guestAuthors":[],"slug":"bike-to-the-future","title":"Bike To The Future","publishDate":1396634425,"format":"video","headTitle":"QUEST | KQED Science","labelTerm":{},"content":"\u003cp>Picture a vehicle that would look equally at home on \u003cstrong>\u003ca href=\"http://content.time.com/time/specials/packages/article/0,28804,1843821_1843820_1843808,00.html\" target=\"_blank\">The Flintstones\u003c/a>\u003c/strong> and \u003cstrong>\u003ca href=\"https://www.youtube.com/watch?v=QdWswvLPdE0\" target=\"_blank\">The Jetsons\u003c/a> \u003c/strong>and you’ll have a pretty good idea of the ELF’s unique design.\u003c/p>\n\u003cfigure id=\"attachment_68922\" class=\"wp-caption alignleft\" style=\"max-width: 379px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/IMG_3046.jpg\">\u003cimg class=\" wp-image-68922 \" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/IMG_3046-379x253.jpg\" alt=\"Rob Cotter, a lifelong inventor, started his company Organic Transit after a career designing high-end race cars. Photos by David Huppert/UNC-TV.\" width=\"379\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rob Cotter, a lifelong inventor, started his company Organic Transit after a career designing high-end race cars. Photos by David Huppert/UNC-TV.\u003c/figcaption>\u003c/figure>\n\u003cp>The ELF is a semi-enclosed tricycle with a roof, trunk, and enough room for eight bags of groceries. And while it doesn’t require a license plate, the bike-lane-legal electric- and human-powered ELF is capable of cruising up to 30 miles per hour, thanks to its onboard rechargeable battery.\u003c/p>\n\u003cp>In 2012 Rob Cotter and a group of mechanics, bike builders, and engineers started \u003ca href=\"http://organictransit.com/\" target=\"_blank\">Organic Transit\u003c/a>, a Durham, North Carolina, company dedicated to manufacturing highly efficient tricycles.\u003c/p>\n\u003cfigure id=\"attachment_69004\" class=\"wp-caption alignleft\" style=\"max-width: 172px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/TransportationEfficiencyInfographicforQuest.pdf\" target=\"_blank\">\u003cimg class=\"size-large wp-image-69004 \" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/Elf_Graph_Finalv1_big-172x360.jpg\" alt=\"\" width=\"172\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The ELF's velomobile design offers aerodynamic advantages over traditional bicycles. Infographic by Ariana Rodriguez-Gitler/UNC-TV. Click to enlarge.\u003cem>\u003cbr>\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>One element that separates the ELF from other electric-assist bikes is its protective aerodynamic shell. And it’s that outer shell that qualifies the ELF as a “\u003ca href=\"https://www.google.com/search?q=velomobile&espv=210&es_sm=119&tbm=isch&tbo=u&source=univ&sa=X&ei=qzEzU6zfD-ersAS3lYDIAQ&ved=0CDIQsAQ&biw=1201&bih=660\" target=\"_blank\">velomobile\u003c/a>,” a class of vehicle that comes in many shapes and sizes, including some of the most efficient vehicles on the road. Most velos, as they are known, are enclosed recumbent tricycles that generate incredible efficiency, thanks to their sleek design. From his work with the \u003ca href=\"http://www.ihpva.org/about.htm\" target=\"_blank\">International Human Powered Vehicle Association \u003c/a>Cotter knew it was possible to design a velo that could travel at speeds that would tempt people to ditch their cars for an ELF.\u003c/p>\n\u003cp>According to Cotter, “Many types of technology come together and merge to fill this technological space between a bicycle and a car.”Some of the ELF’s futuristic features include its continuously variable transmission (CVT), which consists of two chains that coast independently, eliminating any friction when switching between pedal power and the 600-watt backup battery.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>If and when riders get tired of pedaling, they can flip a switch, stop pedaling, and still cruise at speeds up to 15 miles per hour using the onboard rechargeable lithium iron phosphate battery. What’s more, the battery can be powered from the roof’s solar panel in about seven hours. If it’s cloudy outside, the ELF can get a charge from a traditional outlet in about an hour and a half.\u003c/p>\n\u003cfigure id=\"attachment_68934\" class=\"wp-caption alignright\" style=\"max-width: 360px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/wheel_adjustment.jpg\">\u003cimg class=\" wp-image-68934 \" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/wheel_adjustment-450x253.jpg\" alt=\"The ELF is manufactured in Durham, North Carolina. Plans are reportedly in the works for a truck version, capable of transporting two people and with a higher payload capacity.\" width=\"360\" height=\"202\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The ELF is manufactured in Durham, North Carolina. Plans are reportedly in the works for a truck version, with a higher payload capacity capable of transporting two people.\u003c/figcaption>\u003c/figure>\n\u003cp>These distribution goals will likely give rise to new challenges, such as how to source sustainable solar materials and batteries, how to integrate ELFs into the bike/car culture, and how to make the vehicle affordable for the masses. But for now Cotter is focused on defining a new transportation category. “For inventors or builders or designers or entrepreneurs, if they have the opportunity to launch a very green product, a product that can help lots of people, it’s the best thing you can ever do,” he said.\u003c/p>\n\u003cp>\u003cem>The \"Bike To The Future\" Quest video was co-produced by Stephanie Bourland and David Huppert.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: the video mistakenly refers to the ELF's CVT as a contingency variable transmission instead of a continuously variable transmission.\u003c/em>\u003c/p>\n\n","blocks":[],"excerpt":"Meet the ELF -- a solar and pedal powered vehicle bridging the gap between bicycles and cars. See the ELF in action in this new QUEST video.","status":"publish","parent":0,"modified":1457556201,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":11,"wordCount":562},"headData":{"title":"Bike To The Future | KQED","description":"Meet the ELF -- a solar and pedal powered vehicle bridging the gap between bicycles and cars. See the ELF in action in this new QUEST video.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Bike To The Future","datePublished":"2014-04-04T18:00:25.000Z","dateModified":"2016-03-09T20:43:21.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"67209 http://science.kqed.org/quest/?p=67209","disqusUrl":"https://ww2.kqed.org/quest/2014/04/04/bike-to-the-future/","disqusTitle":"Bike To The Future","videoEmbed":"https://www.youtube.com/watch?v=NYHRNG95duU","source":"Engineering","sourceUrl":"https://ww2.kqed.org/quest/category/engineering/","path":"/quest/67209/bike-to-the-future","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Picture a vehicle that would look equally at home on \u003cstrong>\u003ca href=\"http://content.time.com/time/specials/packages/article/0,28804,1843821_1843820_1843808,00.html\" target=\"_blank\">The Flintstones\u003c/a>\u003c/strong> and \u003cstrong>\u003ca href=\"https://www.youtube.com/watch?v=QdWswvLPdE0\" target=\"_blank\">The Jetsons\u003c/a> \u003c/strong>and you’ll have a pretty good idea of the ELF’s unique design.\u003c/p>\n\u003cfigure id=\"attachment_68922\" class=\"wp-caption alignleft\" style=\"max-width: 379px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/IMG_3046.jpg\">\u003cimg class=\" wp-image-68922 \" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/IMG_3046-379x253.jpg\" alt=\"Rob Cotter, a lifelong inventor, started his company Organic Transit after a career designing high-end race cars. Photos by David Huppert/UNC-TV.\" width=\"379\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Rob Cotter, a lifelong inventor, started his company Organic Transit after a career designing high-end race cars. Photos by David Huppert/UNC-TV.\u003c/figcaption>\u003c/figure>\n\u003cp>The ELF is a semi-enclosed tricycle with a roof, trunk, and enough room for eight bags of groceries. And while it doesn’t require a license plate, the bike-lane-legal electric- and human-powered ELF is capable of cruising up to 30 miles per hour, thanks to its onboard rechargeable battery.\u003c/p>\n\u003cp>In 2012 Rob Cotter and a group of mechanics, bike builders, and engineers started \u003ca href=\"http://organictransit.com/\" target=\"_blank\">Organic Transit\u003c/a>, a Durham, North Carolina, company dedicated to manufacturing highly efficient tricycles.\u003c/p>\n\u003cfigure id=\"attachment_69004\" class=\"wp-caption alignleft\" style=\"max-width: 172px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/TransportationEfficiencyInfographicforQuest.pdf\" target=\"_blank\">\u003cimg class=\"size-large wp-image-69004 \" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/Elf_Graph_Finalv1_big-172x360.jpg\" alt=\"\" width=\"172\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The ELF's velomobile design offers aerodynamic advantages over traditional bicycles. Infographic by Ariana Rodriguez-Gitler/UNC-TV. Click to enlarge.\u003cem>\u003cbr>\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>One element that separates the ELF from other electric-assist bikes is its protective aerodynamic shell. And it’s that outer shell that qualifies the ELF as a “\u003ca href=\"https://www.google.com/search?q=velomobile&espv=210&es_sm=119&tbm=isch&tbo=u&source=univ&sa=X&ei=qzEzU6zfD-ersAS3lYDIAQ&ved=0CDIQsAQ&biw=1201&bih=660\" target=\"_blank\">velomobile\u003c/a>,” a class of vehicle that comes in many shapes and sizes, including some of the most efficient vehicles on the road. Most velos, as they are known, are enclosed recumbent tricycles that generate incredible efficiency, thanks to their sleek design. From his work with the \u003ca href=\"http://www.ihpva.org/about.htm\" target=\"_blank\">International Human Powered Vehicle Association \u003c/a>Cotter knew it was possible to design a velo that could travel at speeds that would tempt people to ditch their cars for an ELF.\u003c/p>\n\u003cp>According to Cotter, “Many types of technology come together and merge to fill this technological space between a bicycle and a car.”Some of the ELF’s futuristic features include its continuously variable transmission (CVT), which consists of two chains that coast independently, eliminating any friction when switching between pedal power and the 600-watt backup battery.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If and when riders get tired of pedaling, they can flip a switch, stop pedaling, and still cruise at speeds up to 15 miles per hour using the onboard rechargeable lithium iron phosphate battery. What’s more, the battery can be powered from the roof’s solar panel in about seven hours. If it’s cloudy outside, the ELF can get a charge from a traditional outlet in about an hour and a half.\u003c/p>\n\u003cfigure id=\"attachment_68934\" class=\"wp-caption alignright\" style=\"max-width: 360px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/wheel_adjustment.jpg\">\u003cimg class=\" wp-image-68934 \" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2014/02/wheel_adjustment-450x253.jpg\" alt=\"The ELF is manufactured in Durham, North Carolina. Plans are reportedly in the works for a truck version, capable of transporting two people and with a higher payload capacity.\" width=\"360\" height=\"202\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The ELF is manufactured in Durham, North Carolina. Plans are reportedly in the works for a truck version, with a higher payload capacity capable of transporting two people.\u003c/figcaption>\u003c/figure>\n\u003cp>These distribution goals will likely give rise to new challenges, such as how to source sustainable solar materials and batteries, how to integrate ELFs into the bike/car culture, and how to make the vehicle affordable for the masses. But for now Cotter is focused on defining a new transportation category. “For inventors or builders or designers or entrepreneurs, if they have the opportunity to launch a very green product, a product that can help lots of people, it’s the best thing you can ever do,” he said.\u003c/p>\n\u003cp>\u003cem>The \"Bike To The Future\" Quest video was co-produced by Stephanie Bourland and David Huppert.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>Correction: the video mistakenly refers to the ELF's CVT as a contingency variable transmission instead of a continuously variable transmission.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/67209/bike-to-the-future","authors":["10296"],"categories":["quest_6","quest_11765","quest_8","quest_9","quest_16","quest_3422","quest_3233"],"tags":["quest_315","quest_320","quest_949","quest_12771","quest_12269","quest_12772","quest_10427","quest_2709","quest_2893","quest_2983","quest_12770","quest_3071"],"featImg":"quest_69089","label":"source_quest_67209"},"quest_69075":{"type":"posts","id":"quest_69075","meta":{"index":"posts_1591205157","site":"quest","id":"69075","score":null,"sort":[1396447245000]},"guestAuthors":[],"slug":"quest-tv-inventing-the-future-bikes-bugs-and-fashionistas","title":"QUEST TV - Inventing the Future: Bikes, Bugs and Fashionistas","publishDate":1396447245,"format":"video","headTitle":"QUEST | KQED Science","labelTerm":{},"content":"\u003ch2>Episode Description\u003c/h2>\n\u003cp>Go behind the scenes with a North Carolina inventor bridging the gap between bicycles and cars with his sun-powered velomobile; meet an Ohio engineer transforming flies into fishmeal; and visit a Nebraska textile engineer converting corn husks into fashion. Also, discover a vast network of ocean observatories offering unprecedented views of the Pacific seafloor.\u003c/p>\n\u003ch2>Segment Details\u003c/h2>\n\u003cp>Watch the full 1/2 hour television episode above or watch individual segments and read accompanying articles, as they become available:\u003c/p>\n\u003cul>\n\u003cli>\u003ca title=\"Bike To The Future\" href=\"http://ww2.kqed.org/quest/video/bike-to-the-future/\">Bike To The Future\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Let Them Eat Flies\" href=\"http://ww2.kqed.org/quest/video/let-them-eat-flies/\">Let Them Eat Flies\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Farm Waste Fashionistas\" href=\"http://ww2.kqed.org/quest/video/farm-waste-fashionistas/\">Farm Waste Fasionistas\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Meet innovators building sun-powered velomobiles, transforming flies into fishmeal, and converting husks into fashion. Also, discover a vast network of ocean observatories.","status":"publish","parent":0,"modified":1457556079,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":4,"wordCount":93},"headData":{"title":"QUEST TV - Inventing the Future: Bikes, Bugs and Fashionistas | KQED","description":"Meet innovators building sun-powered velomobiles, transforming flies into fishmeal, and converting husks into fashion. Also, discover a vast network of ocean observatories.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"QUEST TV - Inventing the Future: Bikes, Bugs and Fashionistas","datePublished":"2014-04-02T14:00:45.000Z","dateModified":"2016-03-09T20:41:19.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"69075 http://science.kqed.org/quest/?post_type=videos&p=69075","disqusUrl":"https://ww2.kqed.org/quest/2014/04/02/quest-tv-inventing-the-future-bikes-bugs-and-fashionistas/","disqusTitle":"QUEST TV - Inventing the Future: Bikes, Bugs and Fashionistas","videoEmbed":"https://www.youtube.com/watch?v=n3elpa8KYeo","source":"Engineering","sourceUrl":"https://ww2.kqed.org/quest/category/engineering/","path":"/quest/69075/quest-tv-inventing-the-future-bikes-bugs-and-fashionistas","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003ch2>Episode Description\u003c/h2>\n\u003cp>Go behind the scenes with a North Carolina inventor bridging the gap between bicycles and cars with his sun-powered velomobile; meet an Ohio engineer transforming flies into fishmeal; and visit a Nebraska textile engineer converting corn husks into fashion. Also, discover a vast network of ocean observatories offering unprecedented views of the Pacific seafloor.\u003c/p>\n\u003ch2>Segment Details\u003c/h2>\n\u003cp>Watch the full 1/2 hour television episode above or watch individual segments and read accompanying articles, as they become available:\u003c/p>\n\u003cul>\n\u003cli>\u003ca title=\"Bike To The Future\" href=\"http://ww2.kqed.org/quest/video/bike-to-the-future/\">Bike To The Future\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Let Them Eat Flies\" href=\"http://ww2.kqed.org/quest/video/let-them-eat-flies/\">Let Them Eat Flies\u003c/a>\u003c/li>\n\u003cli>\u003ca title=\"Farm Waste Fashionistas\" href=\"http://ww2.kqed.org/quest/video/farm-waste-fashionistas/\">Farm Waste Fasionistas\u003c/a>\u003c/li>\n\u003c/ul>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/69075/quest-tv-inventing-the-future-bikes-bugs-and-fashionistas","authors":["10216"],"categories":["quest_11765","quest_8","quest_3229","quest_3422","quest_3233"],"tags":["quest_12781","quest_326","quest_702","quest_984","quest_13197","quest_1075","quest_12604","quest_1122","quest_12228","quest_12562","quest_1472","quest_2046","quest_2349","quest_2693","quest_13364","quest_2893","quest_12719","quest_2983","quest_3071"],"featImg":"quest_69089","label":"source_quest_69075"},"quest_52760":{"type":"posts","id":"quest_52760","meta":{"index":"posts_1591205157","site":"quest","id":"52760","score":null,"sort":[1382137235000]},"guestAuthors":[],"slug":"road-kill-or-road-crossing-california-slow-to-protect-wildlife","title":"Road Kill or Road Crossing: California Slow to Protect Wildlife","publishDate":1382137235,"format":"audio","headTitle":"QUEST | KQED Science","labelTerm":{},"content":"\u003cp>Most drivers have had this experience: it’s late at night and out of nowhere an animal darts across the road. Thousands of animals are hit every year in California, taking a toll on both wildlife and drivers. Nationwide, wildlife collisions are estimated to cause $1 billion in damage.\u003c/p>\n\u003cp>Several western states have built infrastructure to help wildlife cross under highways safely—projects known as “wildlife corridors.” Some experts say that while California officials know about the extent of the problem, the state is way behind in solving it.\u003c/p>\n\u003cp>The dangers have recently become clear in the Santa Cruz Mountains, where mountain lions are crossing Highway 17, a winding, four-lane highway. The population is being studied by the \u003ca href=\"http://santacruzpumas.org/\">Santa Cruz Puma Project\u003c/a>, run out of the University of California-Santa Cruz.\u003c/p>\n\u003cp>On a sunny, late-spring afternoon, field biologist Paul Houghtaling meets up with Dan Tichenor, a volunteer from California Houndsmen for Conservation, and his hound dogs. They tracked the scent of a mountain lion, now in a tree to avoid the barking dogs.\u003c/p>\n\u003cp>“He’s looking at us,” Houghtaling says, looking up at the lion. “He’s interested in us but just a little while ago he had his head down on the branch. He’s gonna wait us out.”\u003c/p>\n\u003cfigure id=\"attachment_62748\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/280-deer.jpg\">\u003cimg class=\"size-full wp-image-62748\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/280-deer.jpg\" alt=\" Deer crossing under I-280 in the Bay Area, as captured by a wildlife camera. Scientists say fencing could help direct animals to these spots. (Photo: UC Davis Road Ecology Center)\" width=\"400\" height=\"330\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Deer crossing under I-280 in the Bay Area, as captured by a wildlife camera. Scientists say fencing could help direct animals to these spots. (Photo: UC Davis Road Ecology Center)\u003c/figcaption>\u003c/figure>\n\u003cp>Houghtaling intends to put a radio and GPS tracking collar on the lion. The data will feed into a five-year project to document mountain lion movements in the area and study how they live around people.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We’ve had several lions that have crossed Highway 17 down near Santa Cruz many times,” he says. “One of them was hit and killed about a week before she was going to give birth to a single kitten.”\u003c/p>\n\u003cp>Four other lions have been killed on Highway 17 in the last few years. Houghtaling says the data show that most of them are trying to cross the highway at the same places, which makes those locations good candidates for wildlife corridor projects.\u003c/p>\n\u003cp>\u003cstrong>“Circle of Death”\u003c/strong>\u003c/p>\n\u003cp>“We know it’s a problem and we know how to fix it,” said Fraser Shilling, director of the \u003ca href=\"http://roadecology.ucdavis.edu/\">Road Ecology Center\u003c/a> at UC Davis. “Almost every place you have a highway near an open space area, we have hotspots. So it’s sort of a circle of death around the Bay Area.”\u003c/p>\n\u003cp>The Bay Area’s highway network fragments wildlife habitat, either forcing animals to cross freeways or isolating them in “islands” of habitat. Scientists say connecting habitat will be increasingly important with climate change, as animals and plants need to move with shifting conditions. A recent effort by conservation groups \u003ca href=\"http://www.bayarealands.org/next-steps/linkages.php\">identified 14 places \u003c/a>where preserving land would connect the Bay Area's open spaces.\u003c/p>\n\u003cp>\u003ca href=\"http://www.wildlifecrossing.net/california/\">Citizen scientists have documented\u003c/a> around 7,000 dead animals on Bay Area roads over the last four years, which Shilling says represents a fraction of the total number.\u003c/p>\n\u003cfigure id=\"attachment_62746\" class=\"wp-caption alignright\" style=\"max-width: 278px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/hotspot-map.jpg\">\u003cimg class=\"size-large wp-image-62746\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/hotspot-map-278x360.jpg\" alt=\"Bay Area wildlife collision hotspots.\" width=\"278\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Area wildlife collision hotspots (\u003cstrong>click to enlarge\u003c/strong>).\u003c/figcaption>\u003c/figure>\n\u003cp>Another road-kill hotspot is Interstate 280, a commuter favorite heading south out of San Francisco. The multi-lane freeway opens to rolling, grassy hills on either side.\u003c/p>\n\u003cp>Shilling \u003ca href=\"http://www.kqed.org/news/story/2012/07/30/103810/study_tracks_deer_movement_on_interstate_280?category=science\">tracked deer behavior around the freeway\u003c/a> for six months. “They’ll come right up to the edge of highway,” he says. “They’ll also try to cross the highway and because it’s so busy, they really can’t make it. They’ll get hit.”\u003c/p>\n\u003cp>Collisions at freeway speeds are often fatal for the deer, and sometimes for the driver. Every year, drivers hit about 40 deer along I-280, but Shilling found some deer are going under the freeway through culverts and underpasses.\u003c/p>\n\u003cp>In a report he’s drafting for Caltrans, Shilling recommends putting up wildlife fencing that would funnel deer to the underpasses, keeping them off the freeway. Those underpasses could be made more attractive to wildlife by creating separate pathways for people and animals to use. Animals tend to avoid areas that are heavily used by people.\u003c/p>\n\u003cp>Building fences can be expensive—up to $100,000 per mile—but Shilling compares that to cost of collisions from vehicle damage and injuries.\u003c/p>\n\u003cp>“On Interstate 280, there are places where the cost is about $10,000–40,000 per mile from collisions per year,” he says. “So when you add that up and say: what is that over ten years and would it be cost-effective to do something? Certainly, it would save society money.”\u003c/p>\n\u003cp>Other western states like Colorado and Montana have put in fences and built underpasses on major highways, and the projects have proven effective.\u003c/p>\n\u003cp>Shilling says California is lagging behind. “We build about one wildlife underpass per year and the scale of the problem here is huge,” he says. “Because this is framed as an environmental issue, Caltrans seems to ignore it.”\u003c/p>\n\u003cp>\u003cstrong>Waiting for Report\u003c/strong>\u003c/p>\n\u003cp>“It is a problem,” says Bob Haus, spokesman for Caltrans District 4, representing the Bay Area. “It’s very difficult for humans and wildlife to mix. If we can cut down on human injuries and wildlife injuries, then we’ll do anything we can to do that.”\u003c/p>\n\u003cp>Haus says Caltrans is building a culvert for wildlife near Napa \u003ca href=\"http://www.dot.ca.gov/dist4/12jamesoncanyon/\">as Highway 12 is widened\u003c/a>. But that’s only one of five projects being built or designed specifically for wildlife in the Bay Area that Caltrans could name.\u003c/p>\n\u003cfigure id=\"attachment_62750\" class=\"wp-caption alignleft\" style=\"max-width: 360px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/Hwy-101-Tick-Creek-Bobcat.jpg\">\u003cimg class=\"size-full wp-image-62750\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/Hwy-101-Tick-Creek-Bobcat.jpg\" alt=\"A bobcat uses an existing culvert under Highway 152, the site of a wildlife corridor research project by the Nature Conservancy (Photo: The Nature Conservancy Pajaro Connectivity Study).\" width=\"360\" height=\"262\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bobcat uses an existing culvert under Highway 152, the site of a wildlife corridor research project by the Nature Conservancy (Photo: The Nature Conservancy Pajaro Connectivity Study).\u003c/figcaption>\u003c/figure>\n\u003cp>The agency also remains skeptical about using fencing as a guide path. “So, say if you have fencing that’s specifically designed for a deer, it might harm other species,” Haus says. “So if there’s anyway at all to avoid the fencing, we try to do that right now.”\u003c/p>\n\u003cp>Haus says his district has commissioned a report from UC Davis about Bay Area collision hotspots.\u003c/p>\n\u003cp>“It really depends on what they recommend. If it requires any changes to what our projects already are, we’ll go from there.”\u003c/p>\n\u003cp>Fraser Shilling wants to see legislation that requires Caltrans to make all highway projects more wildlife-safe. “The agency, Caltrans, has known about this problem for a long time,” he says. “They’ve heard about it from Fish and Game. They’ve heard about it from their peers. They’re not doing it.”\u003c/p>\n\u003cp>“I believe there’s a lot more that can be done in California to make habitats more connected for wildlife, particularly across roads and other kinds of barriers,” says David Wright, who works on the Resource Assessment Program at the \u003ca href=\"http://www.dfg.ca.gov/\">California Department of Fish and Wildlife\u003c/a>.\u003c/p>\n\u003cp>“I think that if we starting thinking about every project as it comes up and trying to make sure that we include something that improves connectivity for wildlife, then I think we’ll start seeing better habitat and more wildlife in our state,\" Wright says.\u003c/p>\n\u003cp>\u003cstrong>Progress on Highway 17\u003c/strong>\u003c/p>\n\u003cp>Back in the Santa Cruz mountains, Paul Houghtaling loads his rifle with a dart to sedate the mountain lion in the tree above us. He takes aim and the dart hits square in the thigh. The mountain lion leaps down and runs by at full speed.\u003c/p>\n\u003cp>He catches up with her (turns out it’s a “she”) as she’s failing asleep under some bushes. Houghtaling takes her vitals and fits her with a radio collar, giving her the name \"\u003ca href=\"http://santacruzpumas.org/2013/05/30/meet-38f/\">38F\u003c/a>\" as the 38th mountain lion in the study.\u003c/p>\n\u003cp>Things could be looking up for the Santa Cruz lion population. Local land trusts, including the Midpeninsula Regional Open Space District, the Land Trust of Santa Cruz County, and the Peninsula Open Space Trust, are working with another Caltrans district, District 5, to improve highway 17 by expanding culverts and putting up fencing in two locations. The group is using cameras to study animal movement in those corridors and is currently applying for state funding to complete the project.\u003c/p>\n\u003cp>\u003cstrong>See the mountain lion capture in KQED's \"Science on the SPOT: Chasing Pumas\":\u003c/strong>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>https://www.youtube.com/watch?v=aQyh13LOmnM&noredirect=1\u003c/p>\n\n","blocks":[],"excerpt":"Drivers hit thousands of animals every year on California freeways, often killing the wildlife, and sometimes killing or injuring the human, too. Several western states have built fencing and other infrastructure to help wildlife cross freeways safely, and critics say California could be doing a lot more of the same.","status":"publish","parent":0,"modified":1450491597,"stats":{"hasAudio":false,"hasVideo":true,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":36,"wordCount":1453},"headData":{"title":"Road Kill or Road Crossing: California Slow to Protect Wildlife | KQED","description":"Drivers hit thousands of animals every year on California freeways, often killing the wildlife, and sometimes killing or injuring the human, too. Several western states have built fencing and other infrastructure to help wildlife cross freeways safely, and critics say California could be doing a lot more of the same.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Road Kill or Road Crossing: California Slow to Protect Wildlife","datePublished":"2013-10-18T23:00:35.000Z","dateModified":"2015-12-19T02:19:57.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"52760 http://science.kqed.org/quest/?p=52760","disqusUrl":"https://ww2.kqed.org/quest/2013/10/18/road-kill-or-road-crossing-california-slow-to-protect-wildlife/","disqusTitle":"Road Kill or Road Crossing: California Slow to Protect Wildlife","source":"Biology","sourceUrl":"https://ww2.kqed.org/quest/category/biology/","audioUrl":"https://s3-us-west-2.amazonaws.com/qbl-int-usw2/QUEST+Northern+California/Radio/Wildlife+Corridors/Stream/Wildlife_corridors_radio_story.mp3","path":"/quest/52760/road-kill-or-road-crossing-california-slow-to-protect-wildlife","audioDuration":null,"audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Most drivers have had this experience: it’s late at night and out of nowhere an animal darts across the road. Thousands of animals are hit every year in California, taking a toll on both wildlife and drivers. Nationwide, wildlife collisions are estimated to cause $1 billion in damage.\u003c/p>\n\u003cp>Several western states have built infrastructure to help wildlife cross under highways safely—projects known as “wildlife corridors.” Some experts say that while California officials know about the extent of the problem, the state is way behind in solving it.\u003c/p>\n\u003cp>The dangers have recently become clear in the Santa Cruz Mountains, where mountain lions are crossing Highway 17, a winding, four-lane highway. The population is being studied by the \u003ca href=\"http://santacruzpumas.org/\">Santa Cruz Puma Project\u003c/a>, run out of the University of California-Santa Cruz.\u003c/p>\n\u003cp>On a sunny, late-spring afternoon, field biologist Paul Houghtaling meets up with Dan Tichenor, a volunteer from California Houndsmen for Conservation, and his hound dogs. They tracked the scent of a mountain lion, now in a tree to avoid the barking dogs.\u003c/p>\n\u003cp>“He’s looking at us,” Houghtaling says, looking up at the lion. “He’s interested in us but just a little while ago he had his head down on the branch. He’s gonna wait us out.”\u003c/p>\n\u003cfigure id=\"attachment_62748\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/280-deer.jpg\">\u003cimg class=\"size-full wp-image-62748\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/280-deer.jpg\" alt=\" Deer crossing under I-280 in the Bay Area, as captured by a wildlife camera. Scientists say fencing could help direct animals to these spots. (Photo: UC Davis Road Ecology Center)\" width=\"400\" height=\"330\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Deer crossing under I-280 in the Bay Area, as captured by a wildlife camera. Scientists say fencing could help direct animals to these spots. (Photo: UC Davis Road Ecology Center)\u003c/figcaption>\u003c/figure>\n\u003cp>Houghtaling intends to put a radio and GPS tracking collar on the lion. The data will feed into a five-year project to document mountain lion movements in the area and study how they live around people.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We’ve had several lions that have crossed Highway 17 down near Santa Cruz many times,” he says. “One of them was hit and killed about a week before she was going to give birth to a single kitten.”\u003c/p>\n\u003cp>Four other lions have been killed on Highway 17 in the last few years. Houghtaling says the data show that most of them are trying to cross the highway at the same places, which makes those locations good candidates for wildlife corridor projects.\u003c/p>\n\u003cp>\u003cstrong>“Circle of Death”\u003c/strong>\u003c/p>\n\u003cp>“We know it’s a problem and we know how to fix it,” said Fraser Shilling, director of the \u003ca href=\"http://roadecology.ucdavis.edu/\">Road Ecology Center\u003c/a> at UC Davis. “Almost every place you have a highway near an open space area, we have hotspots. So it’s sort of a circle of death around the Bay Area.”\u003c/p>\n\u003cp>The Bay Area’s highway network fragments wildlife habitat, either forcing animals to cross freeways or isolating them in “islands” of habitat. Scientists say connecting habitat will be increasingly important with climate change, as animals and plants need to move with shifting conditions. A recent effort by conservation groups \u003ca href=\"http://www.bayarealands.org/next-steps/linkages.php\">identified 14 places \u003c/a>where preserving land would connect the Bay Area's open spaces.\u003c/p>\n\u003cp>\u003ca href=\"http://www.wildlifecrossing.net/california/\">Citizen scientists have documented\u003c/a> around 7,000 dead animals on Bay Area roads over the last four years, which Shilling says represents a fraction of the total number.\u003c/p>\n\u003cfigure id=\"attachment_62746\" class=\"wp-caption alignright\" style=\"max-width: 278px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/hotspot-map.jpg\">\u003cimg class=\"size-large wp-image-62746\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/hotspot-map-278x360.jpg\" alt=\"Bay Area wildlife collision hotspots.\" width=\"278\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Bay Area wildlife collision hotspots (\u003cstrong>click to enlarge\u003c/strong>).\u003c/figcaption>\u003c/figure>\n\u003cp>Another road-kill hotspot is Interstate 280, a commuter favorite heading south out of San Francisco. The multi-lane freeway opens to rolling, grassy hills on either side.\u003c/p>\n\u003cp>Shilling \u003ca href=\"http://www.kqed.org/news/story/2012/07/30/103810/study_tracks_deer_movement_on_interstate_280?category=science\">tracked deer behavior around the freeway\u003c/a> for six months. “They’ll come right up to the edge of highway,” he says. “They’ll also try to cross the highway and because it’s so busy, they really can’t make it. They’ll get hit.”\u003c/p>\n\u003cp>Collisions at freeway speeds are often fatal for the deer, and sometimes for the driver. Every year, drivers hit about 40 deer along I-280, but Shilling found some deer are going under the freeway through culverts and underpasses.\u003c/p>\n\u003cp>In a report he’s drafting for Caltrans, Shilling recommends putting up wildlife fencing that would funnel deer to the underpasses, keeping them off the freeway. Those underpasses could be made more attractive to wildlife by creating separate pathways for people and animals to use. Animals tend to avoid areas that are heavily used by people.\u003c/p>\n\u003cp>Building fences can be expensive—up to $100,000 per mile—but Shilling compares that to cost of collisions from vehicle damage and injuries.\u003c/p>\n\u003cp>“On Interstate 280, there are places where the cost is about $10,000–40,000 per mile from collisions per year,” he says. “So when you add that up and say: what is that over ten years and would it be cost-effective to do something? Certainly, it would save society money.”\u003c/p>\n\u003cp>Other western states like Colorado and Montana have put in fences and built underpasses on major highways, and the projects have proven effective.\u003c/p>\n\u003cp>Shilling says California is lagging behind. “We build about one wildlife underpass per year and the scale of the problem here is huge,” he says. “Because this is framed as an environmental issue, Caltrans seems to ignore it.”\u003c/p>\n\u003cp>\u003cstrong>Waiting for Report\u003c/strong>\u003c/p>\n\u003cp>“It is a problem,” says Bob Haus, spokesman for Caltrans District 4, representing the Bay Area. “It’s very difficult for humans and wildlife to mix. If we can cut down on human injuries and wildlife injuries, then we’ll do anything we can to do that.”\u003c/p>\n\u003cp>Haus says Caltrans is building a culvert for wildlife near Napa \u003ca href=\"http://www.dot.ca.gov/dist4/12jamesoncanyon/\">as Highway 12 is widened\u003c/a>. But that’s only one of five projects being built or designed specifically for wildlife in the Bay Area that Caltrans could name.\u003c/p>\n\u003cfigure id=\"attachment_62750\" class=\"wp-caption alignleft\" style=\"max-width: 360px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/Hwy-101-Tick-Creek-Bobcat.jpg\">\u003cimg class=\"size-full wp-image-62750\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/04/Hwy-101-Tick-Creek-Bobcat.jpg\" alt=\"A bobcat uses an existing culvert under Highway 152, the site of a wildlife corridor research project by the Nature Conservancy (Photo: The Nature Conservancy Pajaro Connectivity Study).\" width=\"360\" height=\"262\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A bobcat uses an existing culvert under Highway 152, the site of a wildlife corridor research project by the Nature Conservancy (Photo: The Nature Conservancy Pajaro Connectivity Study).\u003c/figcaption>\u003c/figure>\n\u003cp>The agency also remains skeptical about using fencing as a guide path. “So, say if you have fencing that’s specifically designed for a deer, it might harm other species,” Haus says. “So if there’s anyway at all to avoid the fencing, we try to do that right now.”\u003c/p>\n\u003cp>Haus says his district has commissioned a report from UC Davis about Bay Area collision hotspots.\u003c/p>\n\u003cp>“It really depends on what they recommend. If it requires any changes to what our projects already are, we’ll go from there.”\u003c/p>\n\u003cp>Fraser Shilling wants to see legislation that requires Caltrans to make all highway projects more wildlife-safe. “The agency, Caltrans, has known about this problem for a long time,” he says. “They’ve heard about it from Fish and Game. They’ve heard about it from their peers. They’re not doing it.”\u003c/p>\n\u003cp>“I believe there’s a lot more that can be done in California to make habitats more connected for wildlife, particularly across roads and other kinds of barriers,” says David Wright, who works on the Resource Assessment Program at the \u003ca href=\"http://www.dfg.ca.gov/\">California Department of Fish and Wildlife\u003c/a>.\u003c/p>\n\u003cp>“I think that if we starting thinking about every project as it comes up and trying to make sure that we include something that improves connectivity for wildlife, then I think we’ll start seeing better habitat and more wildlife in our state,\" Wright says.\u003c/p>\n\u003cp>\u003cstrong>Progress on Highway 17\u003c/strong>\u003c/p>\n\u003cp>Back in the Santa Cruz mountains, Paul Houghtaling loads his rifle with a dart to sedate the mountain lion in the tree above us. He takes aim and the dart hits square in the thigh. The mountain lion leaps down and runs by at full speed.\u003c/p>\n\u003cp>He catches up with her (turns out it’s a “she”) as she’s failing asleep under some bushes. Houghtaling takes her vitals and fits her with a radio collar, giving her the name \"\u003ca href=\"http://santacruzpumas.org/2013/05/30/meet-38f/\">38F\u003c/a>\" as the 38th mountain lion in the study.\u003c/p>\n\u003cp>Things could be looking up for the Santa Cruz lion population. Local land trusts, including the Midpeninsula Regional Open Space District, the Land Trust of Santa Cruz County, and the Peninsula Open Space Trust, are working with another Caltrans district, District 5, to improve highway 17 by expanding culverts and putting up fencing in two locations. The group is using cameras to study animal movement in those corridors and is currently applying for state funding to complete the project.\u003c/p>\n\u003cp>\u003cstrong>See the mountain lion capture in KQED's \"Science on the SPOT: Chasing Pumas\":\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\u003c/p>\u003cp>\u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutube'>\n \u003cspan class='utils-parseShortcode-shortcodes-__youtubeShortcode__embedYoutubeInside'>\n \u003ciframe\n loading='lazy'\n class='utils-parseShortcode-shortcodes-__youtubeShortcode__youtubePlayer'\n type='text/html'\n src='//www.youtube.com/embed/aQyh13LOmnM'\n title='//www.youtube.com/embed/aQyh13LOmnM'\n allowfullscreen='true'\n style='border:0;'>\u003c/iframe>\n \u003c/span>\n \u003c/span>\u003c/p>\u003cp>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/52760/road-kill-or-road-crossing-california-slow-to-protect-wildlife","authors":["239"],"categories":["quest_4","quest_9","quest_17"],"tags":["quest_252","quest_326","quest_438","quest_499","quest_684","quest_12269","quest_1880","quest_13","quest_12373","quest_10696","quest_2983","quest_3155"],"featImg":"quest_62743","label":"source_quest_52760"},"quest_60342":{"type":"posts","id":"quest_60342","meta":{"index":"posts_1591205157","site":"quest","id":"60342","score":null,"sort":[1382018427000]},"guestAuthors":[],"slug":"biodiesel-power","title":"Biodiesel Power","publishDate":1382018427,"format":"video","headTitle":"QUEST | KQED Science","labelTerm":{"site":"quest"},"content":"\u003cp>Honk if you know the person who brewed your car's fuel.\u003c/p>\n\u003cp>Anyone?\u003c/p>\n\u003cp>Pose that question in Pittsboro, North Carolina, and you’re likely to hear a symphony of Volkswagens and Mercedes proudly tooting their local laborers.\u003c/p>\n\u003cp>In Pittsboro, “Drive Local” has become the new “Eat Local.”\u003c/p>\n\u003cfigure id=\"attachment_61806\" class=\"wp-caption alignleft\" style=\"max-width: 337px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/willie_lyle_leif_rachel1.jpg\">\u003cimg class=\"size-medium wp-image-61806\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/willie_lyle_leif_rachel1-337x253.jpg\" alt=\"Piedmont Biofuels co-founders with Willie Nelson. Photo courtesy Tami Schwerin \" width=\"337\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Willie Nelson poses with Piedmont Biofuels co-founders while filling his tour bus with biodiesel. Photo courtesy Tami Schwerin\u003c/figcaption>\u003c/figure>\n\u003cp>It all started about a decade ago when Lyle Estill, Rachel Burton and Leif Forer began making biodiesel in Lyle’s backyard. Their goal was simple: make enough fuel so they no longer had to fill up at gas stations. Their DIY spirit -- coupled with a genuine desire to reduce their dependence on fossil fuels -- inspired the threesome to launch Piedmont Biofuels, a small-scale biodiesel manufacturing company.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Located in bucolic North Carolina, about 30 minutes outside of Raleigh, the company offered a novel product: clean, local, and sustainable fuel for Pittsboro’s diesel-powered vehicles. Ten years (and a few exploded reactors) later, Piedmont Biofuels manufactures a million gallons of B-100, or 100 percent biodiesel, annually for its more than 300 members.\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Can It Work for You?\u003c/strong>\u003cbr>\nRight now you may be wondering what biodiesel is and if you can use it in your new Jetta TDI. Forer explained, “Biodiesel is an alternative diesel fuel made from vegetable oil instead of crude petroleum oil. Biodiesel can be used wherever conventional petroleum diesel is used.” Estill, who hasn’t been to a gas station since 2002, says any diesel engine can run on biodiesel without any modification. “You simply fill up and go.”\u003c/p>\n\u003cfigure id=\"attachment_61180\" class=\"wp-caption alignleft\" style=\"max-width: 280px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/yellow_grease.jpg\">\u003cimg class=\"size-medium wp-image-61180\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/yellow_grease-280x253.jpg\" alt=\"yellow_grease\" width=\"280\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Used vegetable oil is turned into 100% Biodiesel through a process called transesterification. Photo by David Huppert\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Green Chemistry\u003c/strong>\u003cbr>\nPiedmont’s biodiesel is made with a chemical process called \u003cstrong>transesterification\u003c/strong>. The process begins when feedstocks -- anything from soybeans to turkey fat to used vegetable oil -- are mixed with methanol in the presence of a catalyst, such as potassium hydroxide. The result is \u003ca href=\"http://www.afdc.energy.gov/fuels/biodiesel_benefits.html\">clean-burning fuel\u003c/a> made from mostly locally sourced byproducts. No need to extract petroleum from Earth’s crust, no offshore oil tankers, and no refineries in the Gulf of Mexico.\u003c/p>\n\u003cp>The main feedstock in Piedmont’s blend comes in the form of used cooking oil from the deep fryers in local restaurants. This “yellow grease,” as it’s called, is in high demand and functions as a relatively clean, stable base for biodiesel. But it’s expensive, and Piedmont is constantly on the lookout for cheaper sustainable feedstocks.\u003c/p>\n\u003cp>\u003cstrong>From Grease Traps to Greased Lightning\u003cbr>\n\u003c/strong>Walk around Piedmont’s sprawling farm-meets-lab campus and pretty soon you realize that you’re surrounded by innovators. From seed-saving farmers to enzyme-incubating scientists, everyone is looking to make a big difference using low-impact techniques.\u003c/p>\n\u003cfigure id=\"attachment_61800\" class=\"wp-caption alignright\" style=\"max-width: 337px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/RB_LE_earlybrew1.jpg\">\u003cimg class=\"size-medium wp-image-61800 \" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/RB_LE_earlybrew1-337x253.jpg\" alt=\"RB_LE_earlybrew\" width=\"337\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Burton and Estill working on an early batch of home-brewed biodiesel in Estill's backyard. Photo courtesy Tami Schwerin\u003c/figcaption>\u003c/figure>\n\u003cp>One thing that has the whole place jumping is the new \u003ca href=\"http://www.biofuels.coop/enzymatic-biodiesel\">enzymatic reactor\u003c/a>. Burton, who helped design the one-of-a-kind reactor, says the new technology will enable biodiesel manufacturers to utilize a wider range of feedstocks, such as brown grease (think sludgy grease traps). Under the current workflow, brown grease is too contaminated to turn into biodiesel. Manufactures pay a premium for high-quality yellow grease, and the cost is reflected in their fuel’s price (Piedmont’s fuel usually sells around 10 cents above the petroleum average). The price point is why the enzymatic reactor has the potential to be a game changer. By using lower quality (and cheaper) grease, biodiesel manufacturers may soon see costs drop to the point where they can consistently compete with their petroleum counterparts.\u003c/p>\n\u003cp>But as Estill says, his hope is not necessarily to outsell big oil in small towns throughout North Carolina. The Piedmont Biofuels project is “demonstrative,” proving that communities can power themselves with a few local ingredients, and a lot of ingenuity.\u003c/p>\n\u003cfigure id=\"attachment_61187\" class=\"wp-caption aligncenter\" style=\"max-width: 496px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/Lyle_grease_21.jpg\">\u003cimg class=\"size-large wp-image-61187\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/Lyle_grease_21-496x360.jpg\" alt=\"Lyle_grease_2\" width=\"496\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Estill, who's official title is VP of Stuff, collects used vegetable oil from Carolina Brewery in Pittsboro, NC. Photo by David Huppert\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\n\u003cp style=\"text-align: center\">\n\u003c/p>\n","blocks":[],"excerpt":"From the deep fryer to the fuel tank, how one North Carolina company is using cooking grease to power a community.","status":"publish","parent":0,"modified":1457564977,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":14,"wordCount":711},"headData":{"title":"Biodiesel Power | KQED","description":"From the deep fryer to the fuel tank, how one North Carolina company is using cooking grease to power a community.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Biodiesel Power","datePublished":"2013-10-17T14:00:27.000Z","dateModified":"2016-03-09T23:09:37.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"60342 http://science.kqed.org/quest/?p=60342","disqusUrl":"https://ww2.kqed.org/quest/2013/10/17/biodiesel-power/","disqusTitle":"Biodiesel Power","videoEmbed":"https://www.youtube.com/watch?v=d5bGCkakxW4","path":"/quest/60342/biodiesel-power","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Honk if you know the person who brewed your car's fuel.\u003c/p>\n\u003cp>Anyone?\u003c/p>\n\u003cp>Pose that question in Pittsboro, North Carolina, and you’re likely to hear a symphony of Volkswagens and Mercedes proudly tooting their local laborers.\u003c/p>\n\u003cp>In Pittsboro, “Drive Local” has become the new “Eat Local.”\u003c/p>\n\u003cfigure id=\"attachment_61806\" class=\"wp-caption alignleft\" style=\"max-width: 337px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/willie_lyle_leif_rachel1.jpg\">\u003cimg class=\"size-medium wp-image-61806\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/willie_lyle_leif_rachel1-337x253.jpg\" alt=\"Piedmont Biofuels co-founders with Willie Nelson. Photo courtesy Tami Schwerin \" width=\"337\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Willie Nelson poses with Piedmont Biofuels co-founders while filling his tour bus with biodiesel. Photo courtesy Tami Schwerin\u003c/figcaption>\u003c/figure>\n\u003cp>It all started about a decade ago when Lyle Estill, Rachel Burton and Leif Forer began making biodiesel in Lyle’s backyard. Their goal was simple: make enough fuel so they no longer had to fill up at gas stations. Their DIY spirit -- coupled with a genuine desire to reduce their dependence on fossil fuels -- inspired the threesome to launch Piedmont Biofuels, a small-scale biodiesel manufacturing company.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Located in bucolic North Carolina, about 30 minutes outside of Raleigh, the company offered a novel product: clean, local, and sustainable fuel for Pittsboro’s diesel-powered vehicles. Ten years (and a few exploded reactors) later, Piedmont Biofuels manufactures a million gallons of B-100, or 100 percent biodiesel, annually for its more than 300 members.\u003cstrong>\u003c/strong>\u003c/p>\n\u003cp>\u003cstrong>Can It Work for You?\u003c/strong>\u003cbr>\nRight now you may be wondering what biodiesel is and if you can use it in your new Jetta TDI. Forer explained, “Biodiesel is an alternative diesel fuel made from vegetable oil instead of crude petroleum oil. Biodiesel can be used wherever conventional petroleum diesel is used.” Estill, who hasn’t been to a gas station since 2002, says any diesel engine can run on biodiesel without any modification. “You simply fill up and go.”\u003c/p>\n\u003cfigure id=\"attachment_61180\" class=\"wp-caption alignleft\" style=\"max-width: 280px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/yellow_grease.jpg\">\u003cimg class=\"size-medium wp-image-61180\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/yellow_grease-280x253.jpg\" alt=\"yellow_grease\" width=\"280\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Used vegetable oil is turned into 100% Biodiesel through a process called transesterification. Photo by David Huppert\u003c/figcaption>\u003c/figure>\n\u003cp>\u003cstrong>Green Chemistry\u003c/strong>\u003cbr>\nPiedmont’s biodiesel is made with a chemical process called \u003cstrong>transesterification\u003c/strong>. The process begins when feedstocks -- anything from soybeans to turkey fat to used vegetable oil -- are mixed with methanol in the presence of a catalyst, such as potassium hydroxide. The result is \u003ca href=\"http://www.afdc.energy.gov/fuels/biodiesel_benefits.html\">clean-burning fuel\u003c/a> made from mostly locally sourced byproducts. No need to extract petroleum from Earth’s crust, no offshore oil tankers, and no refineries in the Gulf of Mexico.\u003c/p>\n\u003cp>The main feedstock in Piedmont’s blend comes in the form of used cooking oil from the deep fryers in local restaurants. This “yellow grease,” as it’s called, is in high demand and functions as a relatively clean, stable base for biodiesel. But it’s expensive, and Piedmont is constantly on the lookout for cheaper sustainable feedstocks.\u003c/p>\n\u003cp>\u003cstrong>From Grease Traps to Greased Lightning\u003cbr>\n\u003c/strong>Walk around Piedmont’s sprawling farm-meets-lab campus and pretty soon you realize that you’re surrounded by innovators. From seed-saving farmers to enzyme-incubating scientists, everyone is looking to make a big difference using low-impact techniques.\u003c/p>\n\u003cfigure id=\"attachment_61800\" class=\"wp-caption alignright\" style=\"max-width: 337px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/RB_LE_earlybrew1.jpg\">\u003cimg class=\"size-medium wp-image-61800 \" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/RB_LE_earlybrew1-337x253.jpg\" alt=\"RB_LE_earlybrew\" width=\"337\" height=\"253\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Burton and Estill working on an early batch of home-brewed biodiesel in Estill's backyard. Photo courtesy Tami Schwerin\u003c/figcaption>\u003c/figure>\n\u003cp>One thing that has the whole place jumping is the new \u003ca href=\"http://www.biofuels.coop/enzymatic-biodiesel\">enzymatic reactor\u003c/a>. Burton, who helped design the one-of-a-kind reactor, says the new technology will enable biodiesel manufacturers to utilize a wider range of feedstocks, such as brown grease (think sludgy grease traps). Under the current workflow, brown grease is too contaminated to turn into biodiesel. Manufactures pay a premium for high-quality yellow grease, and the cost is reflected in their fuel’s price (Piedmont’s fuel usually sells around 10 cents above the petroleum average). The price point is why the enzymatic reactor has the potential to be a game changer. By using lower quality (and cheaper) grease, biodiesel manufacturers may soon see costs drop to the point where they can consistently compete with their petroleum counterparts.\u003c/p>\n\u003cp>But as Estill says, his hope is not necessarily to outsell big oil in small towns throughout North Carolina. The Piedmont Biofuels project is “demonstrative,” proving that communities can power themselves with a few local ingredients, and a lot of ingenuity.\u003c/p>\n\u003cfigure id=\"attachment_61187\" class=\"wp-caption aligncenter\" style=\"max-width: 496px\">\u003ca href=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/Lyle_grease_21.jpg\">\u003cimg class=\"size-large wp-image-61187\" src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2013/09/Lyle_grease_21-496x360.jpg\" alt=\"Lyle_grease_2\" width=\"496\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Estill, who's official title is VP of Stuff, collects used vegetable oil from Carolina Brewery in Pittsboro, NC. Photo by David Huppert\u003c/figcaption>\u003c/figure>\n\u003cp>\u003c/p>\n\u003cp style=\"text-align: center\">\n\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/60342/biodiesel-power","authors":["10296"],"categories":["quest_5","quest_8","quest_3229","quest_3422","quest_3233"],"tags":["quest_10995","quest_329","quest_482","quest_499","quest_637","quest_13198","quest_1023","quest_12269","quest_12308","quest_2057","quest_2141","quest_12307","quest_2349","quest_10427","quest_13364","quest_2893","quest_2983","quest_10363","quest_10303","quest_3071"],"featImg":"quest_61975","label":"quest"},"quest_28567":{"type":"posts","id":"quest_28567","meta":{"index":"posts_1591205157","site":"quest","id":"28567","score":null,"sort":[1324080013000]},"guestAuthors":[],"slug":"biofuels-face-a-reality-check","title":"Biofuels Face a Reality Check","publishDate":1324080013,"format":"audio","headTitle":"QUEST | KQED Science","labelTerm":{"site":"quest"},"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","blocks":[],"excerpt":"Despite the buzz around biofuels, the industry been slow to scale up. But Bay Area researchers are making breakthroughs that could move us one step closer to having our cars run on fuels from plants. ","status":"publish","parent":0,"modified":1366739106,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":26,"wordCount":1080},"headData":{"title":"Biofuels Face a Reality Check | KQED","description":"","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Biofuels Face a Reality Check","datePublished":"2011-12-17T00:00:13.000Z","dateModified":"2013-04-23T17:45:06.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"28567 http://science.kqed.org/quest/audio/biofuels-face-a-reality-check/","disqusUrl":"https://ww2.kqed.org/quest/2011/12/16/biofuels-face-a-reality-check/","disqusTitle":"Biofuels Face a Reality Check","path":"/quest/28567/biofuels-face-a-reality-check","audioUrl":"http://www.kqed.org/.stream/anon/radio/quest/2011/12/2011-12-19-quest.mp3","audioDuration":null,"audioTrackLength":null,"parsedContent":[{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","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>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/28567/biofuels-face-a-reality-check","authors":["239"],"categories":["quest_4","quest_6","quest_11765","quest_9"],"tags":["quest_252","quest_329","quest_3483","quest_529","quest_10572","quest_984","quest_1023","quest_10573","quest_1173","quest_1523","quest_1630","quest_1812","quest_13203","quest_13202","quest_2983"],"featImg":"quest_28569","label":"quest"},"quest_2780":{"type":"posts","id":"quest_2780","meta":{"index":"posts_1591205157","site":"quest","id":"2780","score":null,"sort":[1244850551000]},"guestAuthors":[],"slug":"reporters-notes-wheres-my-hydrogen-highway","title":"Reporter's Notes: Where's my Hydrogen Highway","publishDate":1244850551,"format":"audio","headTitle":"QUEST | KQED Science","labelTerm":{"site":"quest"},"content":"\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/wheres-my-hydrogen-highway\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2009/06/radio3-35_hydrogen300.jpg\" alt=\"\">\u003c/a>\u003c/span>\u003c/p>\n\u003cp>Hydrogen is not exactly a fuel. That is, we don't burn it to make energy. It's used more as a medium for \u003ca href=\"http://www.popularmechanics.com/technology/industry/4199381.html\" target=\"_blank\">storing and transporting energy\u003c/a>.\u003c/p>\n\u003cp>The science of hydrogen fuel cell systems is based on a simple concept. When you combine hydrogen with oxygen, energy is released. You get electricity. What makes it such a clean technology is that the byproducts of that chemical reaction are just heat and water. So when a \u003ca href=\"http://www.greencar.com/articles/hydrogen-fuel-cells-work.php\" target=\"_blank\">fuel cell\u003c/a> takes hydrogen from a fuel tank and combines it with oxygen in the air, it produces electricity and emits only a wisp of heated water vapor from the tailpipe.\u003c/p>\n\u003cp>Hydrogen is combustible (remember the \u003ca href=\"http://www.npr.org/templates/story/story.php?storyId=10033397\" target=\"_blank\">Hindenburg\u003c/a>?), and needs to be handled carefully. However, there are easy ways to demonstrate electrolysis, which breaks water apart into oxygen and hydrogen, and the opposite process of joining those chemicals. In fact, you could \u003ca href=\"http://scitoys.com/scitoys/scitoys/echem/fuel_cell/fuel_cell.html\" target=\"_blank\">make a type of fuel cell in your kitchen\u003c/a>, with a popsicle stick, battery clips, Scotch tape and a few other household products. You do need one item that can't be found in your kitchen: platinum wire or platinum-coated nickel wire.\u003c/p>\n\u003cp>Hydrogen is the most abundant element in the universe. And hydrogen fuel cell conversion is a squeaky clean technology. But the production of hydrogen for use in fuel cells -- that can produce a lot of carbon dioxide. In fact, most hydrogen is currently made by stripping, or re-forming, natural gas. That's one of the ongoing criticisms of fuel-cell technology, that it generates greenhouse gas emissions just to get the hydrogen in the first place.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Fuel cells also can store energy generated by solar-powered electrolysis, as well as similar energy generated by wind and hydropower. That's the kind of hydrogen generation that advocates hope to eventually use in fuel cells. But being able to store energy also makes it extremely attractive to harnessing wind, solar and hydropower.\u003c/p>\n\u003cp>For example, California could generate a lot of wind energy at night, but since electricity has to be used right away, that nighttime, offpeak energy is less valuable. But if it could be stored in a fuel cell through the electrolysis process, that would make it much more lucrative.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/wheres-my-hydrogen-highway\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/images/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>\u003ca href=\"http://ww2.kqed.org/quest/audio/wheres-my-hydrogen-highway\">Listen to the Where's my Hydrogen Highway?\u003c/a> radio report online, and watch our \u003ca href=\"http://ww2.kqed.org/quest/slideshow/web-extra-hydrogen-highway-slideshow\">Web Extra Slideshow\u003c/a>.\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>37.68203 -121.7683\u003c/p>\n\n","blocks":[],"excerpt":"Hydrogen is not exactly a fuel. That is, we don't burn it to make energy. It's used more as a medium for storing and transporting energy.","status":"publish","parent":0,"modified":1367353327,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":11,"wordCount":395},"headData":{"title":"Reporter's Notes: Where's my Hydrogen Highway | KQED","description":"Hydrogen is not exactly a fuel. That is, we don't burn it to make energy. It's used more as a medium for storing and transporting energy.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Reporter's Notes: Where's my Hydrogen Highway","datePublished":"2009-06-12T23:49:11.000Z","dateModified":"2013-04-30T20:22:07.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"2780 http://www.kqed.org/quest/blog/?p=2780","disqusUrl":"https://ww2.kqed.org/quest/2009/06/12/reporters-notes-wheres-my-hydrogen-highway/","disqusTitle":"Reporter's Notes: Where's my Hydrogen Highway","path":"/quest/2780/reporters-notes-wheres-my-hydrogen-highway","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/wheres-my-hydrogen-highway\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2009/06/radio3-35_hydrogen300.jpg\" alt=\"\">\u003c/a>\u003c/span>\u003c/p>\n\u003cp>Hydrogen is not exactly a fuel. That is, we don't burn it to make energy. It's used more as a medium for \u003ca href=\"http://www.popularmechanics.com/technology/industry/4199381.html\" target=\"_blank\">storing and transporting energy\u003c/a>.\u003c/p>\n\u003cp>The science of hydrogen fuel cell systems is based on a simple concept. When you combine hydrogen with oxygen, energy is released. You get electricity. What makes it such a clean technology is that the byproducts of that chemical reaction are just heat and water. So when a \u003ca href=\"http://www.greencar.com/articles/hydrogen-fuel-cells-work.php\" target=\"_blank\">fuel cell\u003c/a> takes hydrogen from a fuel tank and combines it with oxygen in the air, it produces electricity and emits only a wisp of heated water vapor from the tailpipe.\u003c/p>\n\u003cp>Hydrogen is combustible (remember the \u003ca href=\"http://www.npr.org/templates/story/story.php?storyId=10033397\" target=\"_blank\">Hindenburg\u003c/a>?), and needs to be handled carefully. However, there are easy ways to demonstrate electrolysis, which breaks water apart into oxygen and hydrogen, and the opposite process of joining those chemicals. In fact, you could \u003ca href=\"http://scitoys.com/scitoys/scitoys/echem/fuel_cell/fuel_cell.html\" target=\"_blank\">make a type of fuel cell in your kitchen\u003c/a>, with a popsicle stick, battery clips, Scotch tape and a few other household products. You do need one item that can't be found in your kitchen: platinum wire or platinum-coated nickel wire.\u003c/p>\n\u003cp>Hydrogen is the most abundant element in the universe. And hydrogen fuel cell conversion is a squeaky clean technology. But the production of hydrogen for use in fuel cells -- that can produce a lot of carbon dioxide. In fact, most hydrogen is currently made by stripping, or re-forming, natural gas. That's one of the ongoing criticisms of fuel-cell technology, that it generates greenhouse gas emissions just to get the hydrogen in the first place.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Fuel cells also can store energy generated by solar-powered electrolysis, as well as similar energy generated by wind and hydropower. That's the kind of hydrogen generation that advocates hope to eventually use in fuel cells. But being able to store energy also makes it extremely attractive to harnessing wind, solar and hydropower.\u003c/p>\n\u003cp>For example, California could generate a lot of wind energy at night, but since electricity has to be used right away, that nighttime, offpeak energy is less valuable. But if it could be stored in a fuel cell through the electrolysis process, that would make it much more lucrative.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/wheres-my-hydrogen-highway\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/images/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>\u003ca href=\"http://ww2.kqed.org/quest/audio/wheres-my-hydrogen-highway\">Listen to the Where's my Hydrogen Highway?\u003c/a> radio report online, and watch our \u003ca href=\"http://ww2.kqed.org/quest/slideshow/web-extra-hydrogen-highway-slideshow\">Web Extra Slideshow\u003c/a>.\u003c/p>\n\u003cp> \u003c/p>\n\u003cp>\u003c/p>\n\u003cp>37.68203 -121.7683\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/2780/reporters-notes-wheres-my-hydrogen-highway","authors":["8656"],"categories":["quest_11765","quest_8","quest_9"],"tags":["quest_252","quest_499","quest_13197","quest_13198","quest_1151","quest_1367","quest_1425","quest_1427","quest_1586","quest_13206","quest_2983"],"label":"quest"},"quest_2716":{"type":"posts","id":"quest_2716","meta":{"index":"posts_1591205157","site":"quest","id":"2716","score":null,"sort":[1244240734000]},"guestAuthors":[],"slug":"reporters-notes-cash-for-clunkers","title":"Reporter's Notes: Cash for Clunkers","publishDate":1244240734,"format":"audio","headTitle":"QUEST | KQED Science","labelTerm":{"site":"quest"},"content":"\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/cash-for-clunkers\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2009/06/radio3-34_clunkers300.jpg\" alt=\"\">\u003c/a>\u003c/span>\u003cbr>\nAs this radio story airs, Congress is debating two Cash for Clunkers proposals, one from the Senate and one from the House of Representatives. (A third proposal, also from the Senate, is almost identical to the House version.) Both would pay consumers to scrap their \"clunkers\" in exchange for brand-new, more fuel-efficient models. Both define \"clunker\" as a car that gets less than 18 miles per gallon. But after that, they diverge.\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"http://energycommerce.house.gov/index.php?option=com_content&view=article&id=1607:chairman-waxman-releases-fact-sheet-on-qcash-for-clunkersq-program&catid=122:media-advisories&Itemid=55\">The House version\u003c/a>\u003c/strong> comes from Democrats on the \u003ca href=\"http://energycommerce.house.gov/index.php\" target=\"_blank\">House Committee on Energy and Commerce\u003c/a>. If it passes, a consumer would get a $3,500 voucher for trading in a truck with 15 miles per gallon in exchange for buying a new truck that gets 16 miles per gallon - a \u003cem>one MPG\u003c/em> difference. (If the new truck got 17 miles a gallon, the consumer would earn $4,500). That's why environmentalists complain that the legislation is more about stimulating car sales than it is about getting gas guzzlers off the road.\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"http://feinstein.senate.gov/public/index.cfm?FuseAction=NewsRoom.PressReleases&ContentRecord_id=5b1a5585-5056-8059-76e1-d7e659bceb37&Region_id=&Issue_id\" target=\"_blank\">The Senate version\u003c/a> \u003c/strong>proposed by U.S. Senators Dianne Feinstein (D-Calif.), Susan Collins (R-Maine), and Charles Schumer (D-N.Y.), puts the bar a bit higher. In order to qualify for the $3,500 voucher, that same replacement truck would have to get 20 MPG - five miles per gallon more than the old truck. (An improvement of seven miles per gallon would earn the consumer a $4,500 voucher.)\u003c/p>\n\u003cp>Interestingly, this is a compromise even for Senator Feinstein herself. Check out her original, more stringent, \u003ca href=\"http://feinstein.senate.gov/public/index.cfm?FuseAction=NewsRoom.PressReleases&ContentRecord_id=d6137935-0a4f-1ab7-ddb4-8a1760ea170c\" target=\"_blank\">Cash for Clunkers bill here\u003c/a>. Proposed in January, it required stricter efficiency from the replacement vehicle, and would have allowed consumers to use their vouchers for used cars, or for public transit. Those conditions were junked, presumably, because they don't stimulate new car sales.\u003c/p>\n\u003cp>\u003ca href=\"http://features.csmonitor.com/environment/2009/04/17/would-cash-for-clunkers-be-good-or-bad-for-the-environment/\" target=\"_blank\">This article\u003c/a> from the Christian Science Monitor, takes the number crunching even farther. Among the details worth considering is the \"carbon cost\" of making all these new vehicles that consumers will be enouraged to buy, should C4C pass: between 3.5 to 12.4 tons of CO2 per vehicle, \u003ca href=\"http://www.nicholas.duke.edu/people/faculty/chameides.html\" target=\"_blank\">according to a Duke economist\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/cash-for-clunkers\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/images/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>\u003ca href=\"http://ww2.kqed.org/quest/audio/cash-for-clunkers\">Listen to the Cash for Clunkers\u003c/a> radio report online.\u003c/p>\n\u003cp>\u003cbr clear=\"all\">\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.753227 -122.38730\u003c/p>\n\n","blocks":[],"excerpt":"As this radio story airs, Congress is debating two Cash for Clunkers proposals, one from the Senate and one from the House of Representatives. (A third proposal, also from the Senate, is almost identical to the House version.) Both would pay consumers to scrap their \"clunkers\" in exchange for brand-new, more fuel-efficient models.","status":"publish","parent":0,"modified":1371078860,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":10,"wordCount":366},"headData":{"title":"Reporter's Notes: Cash for Clunkers | KQED","description":"As this radio story airs, Congress is debating two Cash for Clunkers proposals, one from the Senate and one from the House of Representatives. (A third proposal, also from the Senate, is almost identical to the House version.) Both would pay consumers to scrap their "clunkers" in exchange for brand-new, more fuel-efficient models.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Reporter's Notes: Cash for Clunkers","datePublished":"2009-06-05T22:25:34.000Z","dateModified":"2013-06-12T23:14:20.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"2716 http://www.kqed.org/quest/blog/?p=2716","disqusUrl":"https://ww2.kqed.org/quest/2009/06/05/reporters-notes-cash-for-clunkers/","disqusTitle":"Reporter's Notes: Cash for Clunkers","path":"/quest/2716/reporters-notes-cash-for-clunkers","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/cash-for-clunkers\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2009/06/radio3-34_clunkers300.jpg\" alt=\"\">\u003c/a>\u003c/span>\u003cbr>\nAs this radio story airs, Congress is debating two Cash for Clunkers proposals, one from the Senate and one from the House of Representatives. (A third proposal, also from the Senate, is almost identical to the House version.) Both would pay consumers to scrap their \"clunkers\" in exchange for brand-new, more fuel-efficient models. Both define \"clunker\" as a car that gets less than 18 miles per gallon. But after that, they diverge.\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"http://energycommerce.house.gov/index.php?option=com_content&view=article&id=1607:chairman-waxman-releases-fact-sheet-on-qcash-for-clunkersq-program&catid=122:media-advisories&Itemid=55\">The House version\u003c/a>\u003c/strong> comes from Democrats on the \u003ca href=\"http://energycommerce.house.gov/index.php\" target=\"_blank\">House Committee on Energy and Commerce\u003c/a>. If it passes, a consumer would get a $3,500 voucher for trading in a truck with 15 miles per gallon in exchange for buying a new truck that gets 16 miles per gallon - a \u003cem>one MPG\u003c/em> difference. (If the new truck got 17 miles a gallon, the consumer would earn $4,500). That's why environmentalists complain that the legislation is more about stimulating car sales than it is about getting gas guzzlers off the road.\u003c/p>\n\u003cp>\u003cstrong>\u003ca href=\"http://feinstein.senate.gov/public/index.cfm?FuseAction=NewsRoom.PressReleases&ContentRecord_id=5b1a5585-5056-8059-76e1-d7e659bceb37&Region_id=&Issue_id\" target=\"_blank\">The Senate version\u003c/a> \u003c/strong>proposed by U.S. Senators Dianne Feinstein (D-Calif.), Susan Collins (R-Maine), and Charles Schumer (D-N.Y.), puts the bar a bit higher. In order to qualify for the $3,500 voucher, that same replacement truck would have to get 20 MPG - five miles per gallon more than the old truck. (An improvement of seven miles per gallon would earn the consumer a $4,500 voucher.)\u003c/p>\n\u003cp>Interestingly, this is a compromise even for Senator Feinstein herself. Check out her original, more stringent, \u003ca href=\"http://feinstein.senate.gov/public/index.cfm?FuseAction=NewsRoom.PressReleases&ContentRecord_id=d6137935-0a4f-1ab7-ddb4-8a1760ea170c\" target=\"_blank\">Cash for Clunkers bill here\u003c/a>. Proposed in January, it required stricter efficiency from the replacement vehicle, and would have allowed consumers to use their vouchers for used cars, or for public transit. Those conditions were junked, presumably, because they don't stimulate new car sales.\u003c/p>\n\u003cp>\u003ca href=\"http://features.csmonitor.com/environment/2009/04/17/would-cash-for-clunkers-be-good-or-bad-for-the-environment/\" target=\"_blank\">This article\u003c/a> from the Christian Science Monitor, takes the number crunching even farther. Among the details worth considering is the \"carbon cost\" of making all these new vehicles that consumers will be enouraged to buy, should C4C pass: between 3.5 to 12.4 tons of CO2 per vehicle, \u003ca href=\"http://www.nicholas.duke.edu/people/faculty/chameides.html\" target=\"_blank\">according to a Duke economist\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/cash-for-clunkers\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/images/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>\u003ca href=\"http://ww2.kqed.org/quest/audio/cash-for-clunkers\">Listen to the Cash for Clunkers\u003c/a> radio report online.\u003c/p>\n\u003cp>\u003cbr clear=\"all\">\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.753227 -122.38730\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/2716/reporters-notes-cash-for-clunkers","authors":["210"],"categories":["quest_9"],"tags":["quest_94","quest_252","quest_499","quest_13198","quest_1224","quest_1586","quest_2983"],"label":"quest"},"quest_1544":{"type":"posts","id":"quest_1544","meta":{"index":"posts_1591205157","site":"quest","id":"1544","score":null,"sort":[1236385343000]},"guestAuthors":[],"slug":"reporters-notes-tracking-carbon-through-your-cell-phone","title":"Reporter's Notes: Tracking Carbon through Your Cell Phone","publishDate":1236385343,"format":"audio","headTitle":"QUEST | KQED Science","labelTerm":{"site":"quest"},"content":"\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/tracking-carbon-through-your-cell-phone\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2009/03/radio3-22_cellphones300.jpg\" alt=\"\">\u003c/a>\u003cem>A carbon-tracking cell phone. Credit: Nokia\u003c/em>\u003cbr>\u003c/span>\"Do I get to keep the phone?\"\u003c/p>\n\u003cp>Not exactly the environmentally-conscious line of thinking that organizers were hoping for, but understandable for those high-schoolers holding a brand new, latest version of the Nokia in their hands.\u003c/p>\n\u003cp>The way the San Francisco pilot program works is like this: students get a mobile phone equipped with a GPS maps application. They fill out a profile with the make and model of the cars they use. The cell phone monitors movement, so it picks up when that student is making a car trip. The server factors in the time of day, the weather and humidity, and the type of car the student is riding in – and then calculates the amount of carbon output that trip represents.\u003c/p>\n\u003cp>The program currently doesn't differentiate between cars and other forms of transportation – bikes, ferries, trains, carpools, buses – so students may need to note when those trips were not regular car trips. The final number is their carbon rating.\u003c/p>\n\u003cp>When the program expands to three other San Francisco schools at the end of March 2009, a competition will be formed between the high schools to see which group of 25 students can cut back the most on their car trips and carbon output.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>That will help answer the question of how much pollution people can save just by altering transportation behavior. And hopefully, the participants here are young enough that those transportation choices might continue after the program has ended. Once they get used to walking or biking, for instance, maybe they'll make that a regular form of transportation.\u003c/p>\n\u003cp>That, of course, doesn't ameliorate the answer to the other burning question – that, yes, the cool phone goes away when the pilot program ends.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/tracking-carbon-through-your-cell-phone\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/images/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>\u003ca href=\"http://ww2.kqed.org/quest/audio/tracking-carbon-through-your-cell-phone\">Listen to the Tracking Carbon through Your Cell Phone\u003c/a> radio report online.\u003c/p>\n\u003cp>\u003cbr clear=\"all\">\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.77074 -122.4463\u003c/p>\n\n","blocks":[],"excerpt":"\"Do I get to keep the phone?\"\n\nNot exactly the environmentally-conscious line of thinking that organizers were hoping for, but understandable for those high-schoolers holding a brand new, latest version of the Nokia in their hands.","status":"publish","parent":0,"modified":1236385343,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":12,"wordCount":319},"headData":{"title":"Reporter's Notes: Tracking Carbon through Your Cell Phone | KQED","description":""Do I get to keep the phone?"\n\nNot exactly the environmentally-conscious line of thinking that organizers were hoping for, but understandable for those high-schoolers holding a brand new, latest version of the Nokia in their hands.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Reporter's Notes: Tracking Carbon through Your Cell Phone","datePublished":"2009-03-07T00:22:23.000Z","dateModified":"2009-03-07T00:22:23.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"disqusIdentifier":"1544 http://www.kqed.org/quest/blog/?p=1544","disqusUrl":"https://ww2.kqed.org/quest/2009/03/06/reporters-notes-tracking-carbon-through-your-cell-phone/","disqusTitle":"Reporter's Notes: Tracking Carbon through Your Cell Phone","path":"/quest/1544/reporters-notes-tracking-carbon-through-your-cell-phone","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/tracking-carbon-through-your-cell-phone\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/2009/03/radio3-22_cellphones300.jpg\" alt=\"\">\u003c/a>\u003cem>A carbon-tracking cell phone. Credit: Nokia\u003c/em>\u003cbr>\u003c/span>\"Do I get to keep the phone?\"\u003c/p>\n\u003cp>Not exactly the environmentally-conscious line of thinking that organizers were hoping for, but understandable for those high-schoolers holding a brand new, latest version of the Nokia in their hands.\u003c/p>\n\u003cp>The way the San Francisco pilot program works is like this: students get a mobile phone equipped with a GPS maps application. They fill out a profile with the make and model of the cars they use. The cell phone monitors movement, so it picks up when that student is making a car trip. The server factors in the time of day, the weather and humidity, and the type of car the student is riding in – and then calculates the amount of carbon output that trip represents.\u003c/p>\n\u003cp>The program currently doesn't differentiate between cars and other forms of transportation – bikes, ferries, trains, carpools, buses – so students may need to note when those trips were not regular car trips. The final number is their carbon rating.\u003c/p>\n\u003cp>When the program expands to three other San Francisco schools at the end of March 2009, a competition will be formed between the high schools to see which group of 25 students can cut back the most on their car trips and carbon output.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>That will help answer the question of how much pollution people can save just by altering transportation behavior. And hopefully, the participants here are young enough that those transportation choices might continue after the program has ended. Once they get used to walking or biking, for instance, maybe they'll make that a regular form of transportation.\u003c/p>\n\u003cp>That, of course, doesn't ameliorate the answer to the other burning question – that, yes, the cool phone goes away when the pilot program ends.\u003c/p>\n\u003cp>\u003cspan class=\"left\">\u003ca href=\"http://ww2.kqed.org/quest/audio/tracking-carbon-through-your-cell-phone\">\u003cimg src=\"http://ww2.kqed.org/quest/wp-content/uploads/sites/39/images/radio_icon_light.gif\" alt=\"\">\u003c/a>\u003c/span>\u003ca href=\"http://ww2.kqed.org/quest/audio/tracking-carbon-through-your-cell-phone\">Listen to the Tracking Carbon through Your Cell Phone\u003c/a> radio report online.\u003c/p>\n\u003cp>\u003cbr clear=\"all\">\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> 37.77074 -122.4463\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/quest/1544/reporters-notes-tracking-carbon-through-your-cell-phone","authors":["8656"],"categories":["quest_9"],"tags":["quest_252","quest_482","quest_487","quest_499","quest_527","quest_621","quest_1586","quest_13206","quest_2814","quest_2983"],"label":"quest"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.","airtime":"SUN 2pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.possible.fm/","meta":{"site":"news","source":"Possible"},"link":"/radio/program/possible","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/possible/id1677184070","spotify":"https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"}},"1a":{"id":"1a","title":"1A","info":"1A is home to the national conversation. 1A brings on great guests and frames the best debate in ways that make you think, share and engage.","airtime":"MON-THU 11pm-12am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/1a.jpg","officialWebsiteLink":"https://the1a.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/1a","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=1188724250&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/1A-p947376/","rss":"https://feeds.npr.org/510316/podcast.xml"}},"all-things-considered":{"id":"all-things-considered","title":"All Things Considered","info":"Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. Michel Martin hosts on the weekends.","airtime":"MON-FRI 1pm-2pm, 4:30pm-6:30pm\u003cbr />SAT-SUN 5pm-6pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/All-Things-Considered-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.npr.org/programs/all-things-considered/","meta":{"site":"news","source":"npr"},"link":"/radio/program/all-things-considered"},"american-suburb-podcast":{"id":"american-suburb-podcast","title":"American Suburb: The Podcast","tagline":"The flip side of gentrification, told through one town","info":"Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/American-Suburb-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/news/series/american-suburb-podcast","meta":{"site":"news","source":"kqed","order":"13"},"link":"/news/series/american-suburb-podcast/","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?mt=2&id=1287748328","tuneIn":"https://tunein.com/radio/American-Suburb-p1086805/","rss":"https://ww2.kqed.org/news/series/american-suburb-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkMzMDExODgxNjA5"}},"baycurious":{"id":"baycurious","title":"Bay Curious","tagline":"Exploring the Bay Area, one question at a time","info":"KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg","imageAlt":"\"KQED Bay Curious","officialWebsiteLink":"/news/series/baycurious","meta":{"site":"news","source":"kqed","order":"4"},"link":"/podcasts/baycurious","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/bay-curious/id1172473406","npr":"https://www.npr.org/podcasts/500557090/bay-curious","rss":"https://ww2.kqed.org/news/category/bay-curious-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvbmV3cy9jYXRlZ29yeS9iYXktY3VyaW91cy1wb2RjYXN0L2ZlZWQvcG9kY2FzdA","stitcher":"https://www.stitcher.com/podcast/kqed/bay-curious","spotify":"https://open.spotify.com/show/6O76IdmhixfijmhTZLIJ8k"}},"bbc-world-service":{"id":"bbc-world-service","title":"BBC World Service","info":"The day's top stories from BBC News compiled twice daily in the week, once at weekends.","airtime":"MON-FRI 9pm-10pm, TUE-FRI 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.bbc.co.uk/sounds/play/live:bbc_world_service","meta":{"site":"news","source":"BBC World Service"},"link":"/radio/program/bbc-world-service","subscribe":{"apple":"https://itunes.apple.com/us/podcast/global-news-podcast/id135067274?mt=2","tuneIn":"https://tunein.com/radio/BBC-World-Service-p455581/","rss":"https://podcasts.files.bbci.co.uk/p02nq0gn.rss"}},"code-switch-life-kit":{"id":"code-switch-life-kit","title":"Code Switch / Life Kit","info":"\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />","airtime":"SUN 9pm-10pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Code-Switch-Life-Kit-Podcast-Tile-360x360-1.jpg","meta":{"site":"radio","source":"npr"},"link":"/radio/program/code-switch-life-kit","subscribe":{"apple":"https://podcasts.apple.com/podcast/1112190608?mt=2&at=11l79Y&ct=nprdirectory","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy","spotify":"https://open.spotify.com/show/3bExJ9JQpkwNhoHvaIIuyV","rss":"https://feeds.npr.org/510312/podcast.xml"}},"commonwealth-club":{"id":"commonwealth-club","title":"Commonwealth Club of California Podcast","info":"The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. 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On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. 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For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us","airtime":"SUN 2pm-3pm, MON 12am-1am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png","officialWebsiteLink":"https://www.wnycstudios.org/shows/otm","meta":{"site":"news","source":"wnyc"},"link":"/radio/program/on-the-media","subscribe":{"apple":"https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2","tuneIn":"https://tunein.com/radio/On-the-Media-p69/","rss":"http://feeds.wnyc.org/onthemedia"}},"our-body-politic":{"id":"our-body-politic","title":"Our Body Politic","info":"Presented by KQED, KCRW and KPCC, and created and hosted by award-winning journalist Farai Chideya, Our Body Politic is unapologetically centered on reporting on not just how women of color experience the major political events of today, but how they’re impacting those very issues.","airtime":"SAT 6pm-7pm, SUN 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Our-Body-Politic-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://our-body-politic.simplecast.com/","meta":{"site":"news","source":"kcrw"},"link":"/radio/program/our-body-politic","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/our-body-politic/id1533069868","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5zaW1wbGVjYXN0LmNvbS9feGFQaHMxcw","spotify":"https://open.spotify.com/show/4ApAiLT1kV153TttWAmqmc","rss":"https://feeds.simplecast.com/_xaPhs1s","tuneIn":"https://tunein.com/podcasts/News--Politics-Podcasts/Our-Body-Politic-p1369211/"}},"pbs-newshour":{"id":"pbs-newshour","title":"PBS NewsHour","info":"Analysis, background reports and updates from the PBS NewsHour putting today's news in context.","airtime":"MON-FRI 3pm-4pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.pbs.org/newshour/","meta":{"site":"news","source":"pbs"},"link":"/radio/program/pbs-newshour","subscribe":{"apple":"https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2","tuneIn":"https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/","rss":"https://www.pbs.org/newshour/feeds/rss/podcasts/show"}},"perspectives":{"id":"perspectives","title":"Perspectives","tagline":"KQED's series of of daily listener commentaries since 1991","info":"KQED's series of of daily listener commentaries since 1991.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Perspectives-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/perspectives/","meta":{"site":"radio","source":"kqed","order":"15"},"link":"/perspectives","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/id73801135","npr":"https://www.npr.org/podcasts/432309616/perspectives","rss":"https://ww2.kqed.org/perspectives/category/perspectives/feed/","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvcGVyc3BlY3RpdmVzL2NhdGVnb3J5L3BlcnNwZWN0aXZlcy9mZWVkLw"}},"planet-money":{"id":"planet-money","title":"Planet Money","info":"The economy explained. 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The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.","airtime":"SAT 4pm-5pm","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/reveal300px.png","officialWebsiteLink":"https://www.revealnews.org/episodes/","meta":{"site":"news","source":"npr"},"link":"/radio/program/reveal","subscribe":{"apple":"https://itunes.apple.com/us/podcast/reveal/id886009669","tuneIn":"https://tunein.com/radio/Reveal-p679597/","rss":"http://feeds.revealradio.org/revealpodcast"}},"says-you":{"id":"says-you","title":"Says You!","info":"Public radio's game show of bluff and bluster, words and whimsy. 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