Maryann Hatfield was born in 1932 in Buffalo, New York. She grew up in Buffalo and met Gordon Hatfield at a local church they both attended. They got married and had four children — Sharon, Karon, Donna and Walter.
Although Maryann spent the first part of her life on the East Coast, she ultimately saw herself as happiest in California. So she moved to the Oakland/Bay Area in the early 1960s, where she raised her last daughter, Tari. She also obtained a bachelor’s degree at Hayward University and worked as a Senior Accountant for the City of San Pablo. In the late 1980s, Maryann chose to move to the Pacific Northwest: specifically the foggy, tree-lined, historical and coastal town of Klamath. All of her children eventually joined her in the Pacific Northwest and moved to Del Norte County or Humboldt County shortly thereafter.
She not only helped raise five grandchildren, but became a staple in her small community through both her career and volunteer work. If you knew Maryann, you might remember her ornery but hilarious attitude about life, her love for family and pets, her passion for continuing an education and career in local Native American culture through her work at the Elk Valley Rancheria. Or maybe she kicked your butt while playing bridge at the Del Norte Senior Center. However you may have crossed paths, you knew you would leave a conversation with Maryann in a lighter, brighter mood and potentially some cat fur on your sweater.
Maryann helped provide her friends and family with a sense of belonging and will undoubtedly be missed by everyone she leaves behind. Don’t worry though, she would remind you that not everyone has the opportunity to live to the ripe, old age of 90 and laugh about it. In Crescent City, on March 12, 2023, surrounded by loved ones, our Nana left this world to join her dear family members and friends who preceded her in death, including but not limited to: her beloved grandmother who helped raise her, both her parents, her children Sharon Freese, Karon Hatfield, Donna Lin, and Walter Hatfield, her grandchildren Audrey Godfrey, Jordan Freese and Spencer Godfrey. She is survived by her daughter Tari Hatfield, and two granddaughters, Kaitlin Canant and Hannah Freese, in addition to close friends and caretakers who helped ensure she lived out those last few years of life in happiness.
This world won’t be the same without you, Grandma. We love you and may you rest in peace. In lieu of donations or flowers, please volunteer or donate to your local animal shelter. Our grandmother was surrounded by animals her whole life, and it would be an honor to her memory.
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The obituary above was submitted on behalf of Maryann Hatfield’s loved ones. The Lost Coast Outpost runs obituaries of Humboldt County residents at no charge. See guidelines here. Email news@lostcoastoutpost.com.
HUMBOLDT TODAY: A McKinleyville man taken hostage in Africa six years ago is finally free! Local travelers may have trouble getting out of our airport this summer. Plus, PG&E warns that we may be reaching our power limits. Those stories and more on today’s newscast with John Kennedy O’Connor.
Fair warning! There will be zero flights in and out of the California Redwood Coast-Humboldt County Airport — that’s the one in McKinleyville — in mid-August of this year. They’re shutting the sucker down completely in order to perform some upgrades.
Press release from the County of Humboldt:
The
Humboldt County Department of Aviation will begin Phase 1 of the
California Redwood Coast-Humboldt County Airport (ACV) Runway and
Electrical Rehabilitation Project in June. This project will be
conducted in three phases to make much needed improvements to ACV’s
primary runway, which was last rehabilitated in 1994.
Work
required for this project will take place in three phases from June
to December, however, commercial air service at ACV is expected to be
impacted from Aug. 14 through Aug. 25. Other airport users including
medical operators, US Coast Guard and general aviation users will be
impacted by overnight closures at various times during the duration
of the project. Travelers are encouraged to review the projected
project schedule below and take it into consideration when making
travel plans.
Overview
Funding
for this project was provided thanks to the advocacy efforts of
Congressman Jared Huffman, who helped secure a $13
million Airport Improvement Program grant through
the Federal Aviation Administration (FAA) covering 90% of the project
costs. The remaining 10% of the project costs will be funded by
Coronavirus Aid, Relief, and Economic Security Act (CARES) Act Grant
funding which was previously provided by the FAA to the County of
Humboldt.
The
Humboldt County Department of Aviation conducted a competitive bid
process for this project, and awarded a contract to the low bidder on
the project, Mercer Fraser, a Humboldt-based company.
Work
for this project includes two categories: upgrades to
electrical/lighting infrastructure and pavement rehabilitation
including, milling approximately two (2) inches off the surface of
the airport’s primary runway and adding approximately six (6)
inches of fresh asphalt for a new runway surface. This rehabilitation
is expected to help the airport realize another 10-20 years of useful
life out of the runway before another major rehabilitation project is
needed. The work will be conducted in three phases with further
details outlined below.
Phase
I
Phase
I is scheduled to begin on Monday, June 5 and is currently expected
to conclude on Aug. 12. This phase will focus on the initial
electrical work including the removal of old lighting and electrical
equipment and the installation of new lighting and electrical
equipment. Work has been scheduled to minimize impacts to airline
schedules with overnight closures of the main runway (Runway 14/32)
from 10 p.m. to 6 a.m. nightly (outside of normal airline scheduled
operations at ACV) throughout Phase I. ACV’s secondary runway will
remain open from 10 p.m. to 6 a.m. each night for medical flights, US
Coast Guard operations, and other general aviation users. Passenger
airlines will not be able to utilize ACV’s secondary runway (Runway
1/19) as it is not large enough to accommodate commercial aircraft
for takeoffs and landings.
Phase
II-A
Phase
II requires a full airport closure. Phase II is scheduled to begin at
12:30 a.m. on Monday, Aug. 14, and is expected to be completed by
11:30 p.m. on Friday, Aug. 25. Airlines will not have scheduled
arrivals or departures at ACV during this 12-day window. As
mentioned above, work for this phase will include milling 2 inches of
pavement off the old runway surface and adding 6 inches of pavement
to the runway. In addition, new markings will be placed on the new
pavement.
PHASE
II-B
ACV
will also be closed overnight from 10 p.m. to 6 a.m. during this
phase Monday, Aug. 28 through the morning of Friday, Sept. 1, and
again beginning the night of Monday, Sept. 4 through the morning of
Friday, Sept. 8. During this period, work will include milling and
paving work on the taxiways connecting ACV’s runways. Regularly
scheduled airline flights will continue to operate during this time.
Phase
III
Phase
III will include electrical work to bring the newly installed
in-pavement lighting and electrical systems flush with the newly
paved runway surface. This work is scheduled for 75 nightly closures
of ACV’s main runway from midnight to 6 a.m. The dates for these
overnight closures are expected to be Monday, Sept. 11 through
Friday, Dec. 15.
Regularly
scheduled airline flights will still operate during this last phase
of the project outside of the overnight closure timeframes.
Additionally, ACV’s secondary runway will remain open during the
overnight closures for medical flights, US Coast Guard operations,
and other general aviation operations.
The
Department of Aviation would like to thank the US
Coast Guard-Sector Humboldt Bay, United
Airlines, Avelo
Airlines,
and medical flight operators who partnered with the department to
arrange this project’s schedule to minimize the impacts of this
project for airport partners, operators, customers, and the
community.
The
Department of Aviation appreciates your patience while we work to
make necessary improvements. This project will improve Humboldt
County’s critical airfield infrastructure, providing many years of
safe use for all airport partners moving forward. The Department of
Aviation looks forward to completing a safe and successful project to
improve the airport for the Humboldt County residents and visitors to
enjoy in the future.
For
more information and updates on the California Redwood Coast Humboldt
County Airport, please visit flyacv.com.
Press release from the Humboldt County Sheriff’s Office:
On March 16, 2023, at about 7:35 p.m., Humboldt County Sheriff’s deputies were dispatched to a multi-residence property on Ole Hanson Road near Eureka for the report of an assault.
Moran.
Deputies arrived at the property and located an 18-year-old female victim with serious facial injuries. The victim was transported to a local hospital for medical treatment. During their investigation, deputies learned that the suspect, 54-year-old Bernelle Fay Moran, reportedly forced entry onto the property. Moran reportedly threatened multiple individuals on the property and then attacked the victim with a metal bar in the presence of a small child. The child did not sustain physical injuries from this incident. [The suspect] fled prior to deputy arrival.
While investigating, deputies received information that Moran was in the area of the 1700 block of Anderson Avenue in McKinleyville. Moran was located and taken into custody without incident.
[The suspect] was booked into the Humboldt County Correctional Facility on charges of assault with a deadly weapon other than a firearm (PC 245(a)(1)), child endangerment (PC 273A(b)), criminal threats (PC 422), exhibiting a deadly weapon (PC 417(a)(1)), burglary (PC 459/461(a)), battery with serious bodily injury (PC 243(d)) and entering a property without consent (PC 602.5).
Anyone with information about this case or related criminal activity is encouraged to call the Humboldt County Sheriff’s Office at (707) 445-7251 or the Sheriff’s Office Crime Tip line at (707) 268-2539.
A 9.5-megawatt floating wind turbine deployed at the Kincardine Offshore Wind project, located off the coast of Aberdeen, Scotland. Photo: Principle Power.
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The wind resource beyond Humboldt Bay is among the best in the United States, with strong, consistent wind speeds that are ideal for commercial development. There’s just one problem: electrical transmission.
Getting the power from the floating offshore turbines to the shore is one thing; getting the power to communities throughout the region and across the state is another. Wind developers can run big, subsea cables from their offshore wind projects to land with relative ease, but once that power comes ashore it encounters an electrical grid that wasn’t designed to handle it.
Image: Bureau of Ocean Energy Management (BOEM)
The Humboldt Wind Energy Area (WEA), located approximately 20 miles west of Eureka, will host as many as 100 floating wind turbines across 200 square miles of deep ocean waters. The Humboldt WEA will capture a mere fraction of the state’s renewable energy potential. The National Renewable Energy Laboratory estimates the state’s offshore winds “have the technical potential to produce … approximately 150 percent of California’s annual electricity load.”
The problem is, local capacity is extremely limited, and the North Coast region is relatively isolated from California’s electrical load centers. As you can see in the map below, there are only a handful of transmission lines running in and out of Humboldt County, none of which have the capacity to accommodate the power generated by a commercial offshore wind development.
California’s power grid. Thicker lines = higher capacity transmission. Zoom in for greater detail. Data: California Energy Commission.
Matthew Marshall, executive director of Redwood Coast Energy Authority (RCEA), likened the state’s electrical transmission system to a network of roads, offramps and highways. The highways, or bigger transmission lines, can carry more electricity.
“Here in Humboldt, we’ve got little two-lane, winding roads like State Route 36 going in and out of the county, but what we need is, like, Interstate 5 through Los Angeles, because the potential for power generation is at a state level of significance,” Marshall explained. “It’s an exciting opportunity for us, not only to meet our own climate goals but to be an exporter of clean power and to help further the state’s goals. It’s going to be a huge undertaking, not to just build the wind farms but to also build up the infrastructure needed to handle the power being generated.”
In fact, parts of the county are already at capacity. Late last year, Pacific Gas and Electric informed the Humboldt County Board of Supervisors that it had all but reached its limits to transmit electricity to new projects throughout the Eel River Valley and Southern Humboldt.
“That line that travels south through the county is very small and it needs upgrades to provide more service,” Marshall said. “When we look at offshore wind and the scale of our energy use here, there is no way our existing infrastructure can accommodate the energy the offshore wind farm will produce. Our local energy demand is, like, 10 percent of what the Humboldt [WEA] could generate.”
Upgrading the line from 60 kilovolts (kV) to 115 kV would alleviate existing transmission limitations, said Arne Jacobson, executive director of the Schatz Energy and Research Center at Cal Poly Humboldt, “but it won’t be big enough for what is required for large-scale offshore wind development.”
“There are basically three state agencies involved in the energy transmission aspect of offshore wind: the California Energy Commission (CEC), the California Public Utilities Commission (CPUC) and the California Independent System Operator (CAISO),” Jacobson explained.“The CPUC issued a decision at the end of February to order reliability procurements. Essentially what it’s doing is ordering the CAISO to develop transmission lines for offshore wind.”
CAISO, the entity that manages the flow of electricity on high-voltage powerlines and oversees infrastructure planning across the state, estimates the total cost of transmission development over the next 20 years – including transmission line and substation upgrades across the state – to clock in at a staggering $30.5 billion.
The report, 20-Year Transmission Outlook, notes that some existing transmission lines could be used for the Morro Bay WEA but the North Coast area will need “significant” upgrades to integrate offshore wind into the state’s grid.
“To facilitate the interconnection of the 4,000 MW of offshore wind in the North Coast to the ISO system, the ISO identified the need for two 500 kV [alternating current] lines connecting to the Fern Road 500 kV substation and a [high-voltage direct current] line to the Collinsville 500/230 kV substation,” the report states. “One other alternative considered in the ISO’s 2021-2022 Transmission Plan is a … deep sea cable to a new station referred to as Bay-hub located in the Greater Bay Area.”
In simpler terms, the state could increase capacity by upgrading the main transmission lines for the region – one coming in from Cottonwood to the east and the other from Laytonville to the south – or connect directly to the San Francisco Bay Area via subsea cable.
“We’re probably going to need two out of those three options to accommodate the power that will be generated by the offshore wind farm,” Marshall said. “There are other options, like, what if we went up to Oregon instead? Wind energy areas are being developed for Oregon as well. Whether we connect to a larger western grid of the California grid is definitely not decided yet. It’s probably a 10-year process between planning and permitting and then, eventually, construction.”
The future sit of the Humboldt Wind Energy Area. Map: BOEM
Another report, Transmission Opportunities for California North Coast Offshore Wind, Vol. 1: Executive Summary conducted by the folks at the Schatz Center, explores options for offshore wind development that fit within the bounds of the region’s existing transmission infrastructure. However, the study notes that “developing an economically viable offshore wind project at a small scale is challenging.” The alternatives identified in the study were projected to have financial losses over the project’s lifetime.
“While the wind resource could enable [the] development of large-scale wind farms, the existing transmission infrastructure limits the size of projects in the absence of significant investment in transmission upgrades,” according to the report. “An initial option for [the] establishment of an offshore wind industry in the region could involve [the] development of one or more small commercial wind projects that are scaled to match local loads and transmission capacity, requiring only modest investments in new transmission infrastructure.”
Marshall spoke in favor scaled approach because it would prioritize local energy needs.
“I think there’s a lot of that’s a desirable outcome to meet our local goals and potentially hit those targets for clean, renewable energy sooner rather than later,” he said. “Doing it that way, we can also learn and make sure there aren’t unanticipated environmental impacts. … But, even if it’s not entirely done in phases, the developers can’t just snap their fingers and suddenly there are a hundred turbines in the ocean. There’s going to have to be a sequential deployment because it will take a while to get the projects fully built out because of the sheer size and scale of the effort.”
Even so, state and federal lawmakers are trying to expedite the process.
“This is going to take many years,” Rep. Jared Huffman told the Outpost in a recent phone interview. “Anyone who thinks that we are very close to manufacturing these huge turbines, getting the clean power onto the grid and adding these thousands of jobs might be disappointed. This is going to take close to a decade to really bring it all forward, but I’m hoping we can speed that up.”
However, the development of offshore wind is completely dependent on California’s transmission capabilities. Those issues must be resolved before offshore wind can move forward, Huffman said.
“The developers don’t know how many of these floating platforms they’ll even be able to install until they know whether there’s enough transmission to move the power onto the grid,” he continued. “To me, that’s by far the most important bottleneck here. Until you have all that figured out, you really don’t know a lot about the economics of the project. When you’re trying to negotiate community benefits and other things, you can begin those conversations now, but you can’t sign on the dotted line until you know how big the project is, how much it’s going to cost, how profitable it’s going to be. It all depends on all of these details that tie back to questions about transmission.”
There are several bills moving through the California legislature that would ease the implementation of offshore wind and electrical transmission efforts across the state, including AB 3, AB 50, AB 80, AB 344, SB 286 and SB 319.
AB 50, introduced by Assemblyman Jim Wood, would ensure that large electric corporations adhere to electric connectivity timeframes.
“We can’t reach our housing and climate goals and expand local economies if utility companies can’t meet the demand for electricity when it is required,” Wood said. “My bill, AB 50, looks to improve the planning process for meeting the state’s electrification goals, which will be crucial in ensuring the North Coast has the infrastructure to support the development of offshore wind farms as well as to meeting California’s critical housing and climate goals.”
Similarly, state Senator Mike McGuire’s bill, SB 319, would implement “a long-term fix-it plan for [PG&E’s] antiquated system.”
“PG&E has been underinvesting in their infrastructure for decades, putting profits over people, and our communities are paying the price. This simply can’t stand,” McGuire wrote in an emailed statement. “That’s why we’re advancing critical legislation, SB 319, that would force PG&E to do their actual damn job connecting homes, businesses and green power projects with safe and reliable distribution and transmission lines.”
Marshall added that RCEA will continue to engage at the regulatory level to advocate for local interests.
“We want to make sure [this project] doesn’t end up just being a flyover situation where they build the wind farms and build a giant 500-kV line that just takes the power straight from the ocean and down to the Bay Area,” he said. “That would be the worst-case scenario. … To use my road analogy, it would be a shame if this brand-new highway doesn’t have any off-ramps. Hopefully, there will be local benefits as well as an investment in our community infrastructure and power grid. That would be a win-win.”
[CORRECTION: This post originally stated that the Humboldt WEA could potentially produce more than 150 percent of the state’s current demand for electricity. It has been corrected. The Outpost regrets this error.]
Multiple news outlets are reporting that McKinleyville resident Jeffery Woodke, who was taken hostage in Niger in 2016, has been released. (See: CNN, NYT, Axios, etc.)
Woodke, a graduate of Humboldt State, was an instructor at the Redwood School of Missions when he embarked on a Christian mission in the largely Muslim West African country.
It is not yet known exactly who took Woodke, news outlets report, though Woodke’s wife — Els Woodke, who still lives in McKinleyville — said that she believed an affiliate of Al Qaeda was behind the kidnapping, a 2021 Associated Press story reported.
Woodke is reportedly receiving medical evaluation in the country’s capital at the moment.
I’m gratified & relieved to see the release of U.S. hostage Jeff Woodke after over 6 years in captivity. The U.S. thanks Niger for its help in bringing him home to all who miss & love him. I thank so many across our government who’ve worked tirelessly toward securing his freedom.
A recent court ruling that favored gig work companies may have a silver lining for pro-labor groups.
Last Monday, a California appeals court ruled that Proposition 22 — a 2020 ballot measure that allowed Uber, Lyft, and other platforms to classify their workers as independent contractors rather than employees — was largely constitutional, reversing much of a lower court ruling.
But the court found that one part of the proposition wasn’t valid.
It’s a part that defined legislation on certain subjects, including unionization for app-based drivers, as amendments to the proposition. And amendments, the proposition declares, need to pass by a seven-eights majority vote of the Legislature. That super, super, super-duper majority is a steep climb.
“If the Legislature wanted to enact collective bargaining legislation today, it would be free to do so by a simple majority,” said Stacey Leyton, an attorney with Altshuler Berzon, a law firm representing the drivers and Service Employees International Union in challenging the ballot measure.
Tia Orr, executive director of SEIU California, said that the drivers the union works with have “motivation and fire behind them” with the possibility of being able to unite with their coworkers and bargain collectively. Orr said there are several options that the drivers are considering in the wake of the ruling, and pursuing legislation that would allow drivers to unionize “certainly is one of them.”
But a lawyer representing the Protect App-Based Drivers and Services coalition, which includes Uber, Lyft, DoorDash and Instacart and is defending Prop. 22 in court, saw the Monday decision slightly differently.
If the Legislature passed a new collective bargaining law for app-based drivers by less than a seven eights vote, it could be challenged in court “and it would be up to a court to decide at that point if it is an amendment or not,” said Kurt Oneto, an attorney with Nielsen Merksamer, who is representing the coalition.
When reached for comment, Uber referred CalMatters to its statement about driver independence from earlier in the week.
What exactly a union representing app-based drivers could negotiate over — if the rest of Prop. 22 stands — is also potentially up for debate. The initiative established minimum pay for the time between when a driver accepts a ride or delivery and when they complete it, for example. So could a union bargain over drivers’ wages?
“To the extent that Proposition 22 establishes minimums, a union could bargain to go above those minimums,” said Leyton. Unions often negotiate wages that are above wages in minimum wage law, she said, “so I would think that a collective bargaining law could authorize that.” But, she said, there could be a legal battle over that.
If lawmakers did pass a law allowing gig workers to unionize, that could also face challenges in court, said Catherine Fisk, a law professor at UC Berkeley who filed a friend-of-the-court brief in support of the union and drivers challenging Prop. 22. For example, gig companies could argue that collective bargaining by workers who are not employees is price fixing that violates antitrust law, she said.
The case (probably) isn’t over yet
The fight in the courts over Prop. 22 likely isn’t over, though, and being in legal limbo impacts the political calculus around passing new laws.
If either side appeals the recent ruling, and the California Supreme Court decides to hear the case, it could still strike down Prop. 22 in its entirety or uphold the whole thing, effectively rendering Monday’s ruling moot.
“That leads me to wonder whether there will be a serious push for legislation until that is resolved,” said Fisk.
The chairperson of the state Senate labor committee, Dave Cortese, doesn’t plan to take action until the case is resolved. “While we are disappointed by the court’s ruling, we are optimistic that the rights of rideshare and delivery drivers will be vindicated by the California Supreme Court. It would be premature to move legislation as we await that determination,” the Campbell Democrat said in a statement. “Regardless of the outcome in court, we will not stand for wealthy corporations buying their way out of labor laws and we are committed to pursuing all options to ensure app-based workers are protected.”
His counterpart leading the Assembly labor committee, San Jose Democrat Ash Kalra, said in a statement: “The fight to recognize gig workers as employees who deserve full protection under our labor laws is not over. As Chair of the Assembly Committee on Labor & Employment, I will continue to monitor the issue and explore all legislative options on the table.”
The clearest path for drivers to have full rights and the ability to vote for their own union would be for Prop. 22 to be struck down in its entirety, said Nicole Moore, president of Rideshare Drivers United, an association of rideshare drivers. That’s why “it’s absolutely critical that this ruling not be allowed to stand,” she said.
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CalMatters.org is a nonprofit, nonpartisan media venture explaining California policies and politics.
