Lucy Copp
is a producer for AirTalk, hosted by Larry Mantle, delivering conversations that offer an array of voices and topics.
Published January 8, 2025 5:00 AM
Cesar Quijano and his Amity support team at the finish line of the San Diego 100.
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Lucy Copp
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Topline:
In LAist’s latest episode of Imperfect Paradise, reporter Lucy Copp follows Cesar Quijano as he attempts another reentry back into society after serving time in prison. He wants this time to be different, so he finds a transitional home, develops a close relationship with a mentor, and discovers running. But not just any kind of running — ultrarunning.
Why it matters: The episode follows Cesar Quijano as he trains to runa 100-mile race. He’s a former heroin addict who had been in and out of prison for most of his adult life. In January 2022, he decided this reentry would be his last. We follow him as he goes through a transitional housing program, develops a close relationship with a mentor and becomes obsessed with ultra running, which becomes a double edged sword: keeping him on track with addiction recovery and reentry, but also turning into an all-consuming obsession.
Why now: California has been in a process of decarceration for decades now, ever since a 2006 mandate to reduce its prison population. More recently, Gov. Gavin Newsom closed three prisons and has plans to close another this year, and around 40,000 people are released from prison each year in the state — many of them to L.A. County. So the question of what makes re-entry successful is really urgent.
I met Cesar Quijano in April of 2024 while he was training for the biggest race of his life — a 100-mile trek in the San Diego mountains.
Quijano didn’t want to just complete the San Diego 100. He wanted to run it in under 24 hours — a goal that would mean running under 9 minute miles for 24 hours straight. For someone who couldn’t run a mile a few years ago, this would be a feat.
“I never accomplished anything in my life,” he said. “I never started anything or wanted to start anything because I was afraid of failing.”
Cesar Quijano
Quijano is a recovering heroin addict who had been out of prison for two-and-a-half years. For him, the San Diego 100 wasn’t just about a physical triumph. It was about proving to himself that he could finish something for once in his life.
In many ways, running was keeping Quijano afloat, giving him a sense of purpose and structure. It was also consuming his life.
”People say that it's an obsession, and I think it is,” Quijano said. “I think I overdo it sometimes, but it's keeping me sane. ”
From prison to running his first mile
For the past 15 years, Quijano has been in and out of various prisons across California. He grew up in San Diego and had little guidance as a kid. He dropped out of school, and by the time he was 12, Quijano had joined a gang. Soon, he was going to juvenile hall and less than two months after getting out of juvenile hall at 18 years old, he was involved in a robbery. He got two years. Not long after he got out, he got in trouble again and he was sentenced to four years. Two years later, he was back serving a six-year sentence..
From Corcoran to Chino, Calipatria to Ironwood — every time Cesar got out of a state prison, he’d end up going back.
On Jan. 1, 2022, he wanted this reentry to be his last.
I reached out to the California Department of Corrections and Rehabilitation (CDCR) — the agency that operates the state’s prison and parole systems. They said they provide a comprehensive reentry planning process, which connects formerly incarcerated people to various services outside of prison. Quijano learned about his reentry options, not from CDCR, but from a family member who had also been to prison.
And he decided to go to Amity, a transitional home in Vista, 60 miles outside San Diego, with comprehensive reentry services.
Amity's Vista campus about 60 miles east of San Diego, where Cesar lived when he got out of prison.
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Cesar Quijano
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At Amity, Quijano started attending self-help workshops for the first time in his life. He also grew close with the organization’s Associate Director of Residential Campus, Oswaldo “Ozzie” Terriquez, who introduced Quijano to running. At first, Quijano couldn’t finish a mile.
“I think it took me like two weeks, three weeks just to be able to finish that mile,” Quijano said. “But then something clicked. Now, I had a goal.”
California’s shifting focus towards reentry
Cesar Quijano is one of 35,000 to 40,000 people released from prison each year in California and going through the process of reentering society, a process known as “reentry.” Nearly 30% of this total population will parole to Los Angeles County, more than any other county in the state.
A wave of criminal justice reforms and a national shift away from mass incarceration meant a refocusing of efforts toward supporting people in reentry. Since 2019, California Gov. Gavin Newsom approved the closure of three adult prison facilities. Another prison is set to close this year. He dismantled death row and is turning San Quentin, the state’s oldest prison, into a rehabilitation center based on Norway’s prison model. As the state plans for a continued reduction in the prison population, creating pathways to a successful reentry is crucial.
When it comes to supporting people getting out of prison, there are several key factors to successful reentry.
“ Housing and employment and trying to establish some source of income,” said Professor Elsa Chen, who teaches at Santa Clara University. “And then some of the other obstacles might seem a little bit more abstract.”
Those abstract elements include social networks, civic participation, mental health, and finding a sense of structure and purpose.
Quijano found a lot of those qualitative needs through Amity, his mentor Ozzie, and ultrarunning.
“ Things that I was missing my whole life I gained by going to Amity.” Cesar said.
As for running?
“ It's a spiritual experience,” Cesar told me. “Having this battle within yourself about whether I should keep going or stop, I see it as a spiritual experience. That's what running does for me.”
Race day: Running 100 miles
On June 7, 2024, Quijano and 255 other ultrarunners gathered under a “Start” banner at Lake Cuyamaca in the San Diego Mountains. Quijano started the race strong, but by mile 30 he was in what runners call the “pain cave.” By mile 40, he lay down on a rock by the side of the road, and for the first time in the race, contemplated throwing in the towel. But even if Quijanowas ready to give up, other ultrarunners wouldn’t let him. It might be an individual sport, but there is a community mindset. A group ran by Quijano, hoisted him up, and carried him back to the road.
“For a long time…I was never willing to accept help," Quijano said. “But something deeper in me was like, you know what? I need help.”
Twenty-nine hours, 16 minutes and 28 seconds after leaving the starting line, Quijano completed the San Diego 100.
Cesar Quijano poses for a picture for Ozzie, his pacesetter.
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Cesar Quijano
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What made this reentry different
This January, Quijano celebrated his third year of being out of prison. By CDCR metrics, he’s had a successful reentry. But when I asked Quijano what made this reentry different, he told me it was Amity, and all the people he met there, especially Ozzie. This support system has stood by him throughout his reentry, encouraging him as he trained for the San Diego 100 and showing up to the finish line to cheer him on.
As for direction and purpose? Cesar gets that from running.
Cesar Quijano and his Amity support team at the finish line of the San Diego 100.
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Lucy Copp
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A few weeks after the race I asked Quijano what it felt like to cross the finish line.
“I don't think happiness is the right word," he said. "I think it was something better than happiness because it was more meaningful to me. Just knowing that I've finally finished something that I started.”
To learn more about Cesar Quijano’s reentry and ultrarunning journey, listen to this episode of Imperfect Paradise:
Struggling with addiction and reentry after multiple stints in prison, Cesar Quijano discovers ultrarunning, a hobby that turns into his addiction and salvation. Through Cesar’s story to complete a 100-mile race, Imperfect Paradise host Antonia Cereijido and producer Lucy Copp explore urgent questions around what support people need to successfully transition out of prison and into society.
How one man rebuilt his life, 100 miles at a time
Struggling with addiction and reentry after multiple stints in prison, Cesar Quijano discovers ultrarunning, a hobby that turns into his addiction and salvation. Through Cesar’s story to complete a 100-mile race, Imperfect Paradise host Antonia Cereijido and producer Lucy Copp explore urgent questions around what support people need to successfully transition out of prison and into society.
Robert Garrova
explores the weird and secret bits of SoCal that would excite even the most jaded Angelenos. He also covers mental health.
Published June 3, 2026 5:27 PM
Mosquitoes being dropped into tubes to be tested for West Nile virus.
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Tim Boyle
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Getty Images
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Topline:
Officials in Orange County are reporting the first detection of West Nile virus in mosquitos this year.
Where? Mosquitos collected in the Newport Beach area have tested positive for West Nile, according to Orange County Mosquito and Vector Control District. The infected insects were collected in an area bordered by Campus Drive, Jamboree Road, State Route 73 and John Wayne Airport. according to the OCMVCD.
Any humans infected? There are no reported cases so far of West Nile in humansin Orange County.
What’s West Nile again? For humans, the CDC says the virus is commonly spread through the bite of the infected insects and can lead to severe illness affecting the central nervous system. Symptoms can include: fever, headache, body aches, vomiting, diarrhea or rash.
What’s being done about it? Vector Control workers will continue inspections to try and tamp down on mosquito breeding.
What you can do: O.C. officials said dumping and draining standing water at least once a week is the best way to limit the pests in your community.
The OCMVCD also shared these tips:
Clean and scrub bird baths and pet water bowls.
Wear repellent containing DEET, Picaridin, IR3535 or oil of lemon eucalyptus.
Close all unscreened doors and windows to prevent mosquitoes from entering your home or space; repair broken or damaged screens.
Wear light-colored, loose-fitting, long-sleeved shirts and long pants while outside at dawn and dusk.
David Wagner
covers housing in Southern California, a place where the lack of affordable housing contributes to homelessness.
Published June 3, 2026 3:54 PM
A Los Angeles City Council meeting April 2, 2025.
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Samanta Helou Hernandez
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LAist
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The Los Angeles City Council moved Wednesday to postpone some of the biggest changes possible under a new state law putting more housing near transit stops. Instead, the council advanced plans for increased density in some targeted neighborhoods.
SB 79 is set to take effect July 1. That hotly debated state law allows apartment buildings between five and nine stories tall near train and rapid bus stops. But the law lets cities delay full implementation until 2030 by crafting local, phased-in approaches for creating more housing. On Wednesday, the council voted 13-0 in favor of a new “Low-Rise Ordinance,” allowing buildings up to four stories tall in 57 neighborhoods near transit stops.
L.A.’s proposed new ordinance aims to delay full implementation of SB 79 in areas deemed historically significant, at high risk of fires or economically “low resource.” Advocates for increased development say the way to get rising rents under control is to build more housing. But homeowner groups in areas the city considers “high resource” have argued denser housing doesn’t belong in the nearly three-quarters of residential land zoned for single-family homes.
Barbara Broide, a board member of the Westside Neighborhood Council, said in an earlier City Planning Commission meeting that the city’s plans to delay SB 79 by channeling growth into certain neighborhoods could have “unintended consequences.”
“The promise of having duplex, triplex and courtyard typologies of housing are being lost with this measure,” Broide said. “Instead we’re seeing four-story apartment buildings with no setbacks, no trees, no place for families, for children to play or tomatoes to be planted.”
Mahdi Manji, a policy director with the Inner City Law Center, said during Wednesday’s public comment period that he supported allowing mixed-income developments in neighborhoods that have historically resisted such housing. But he called for tweaks that would allow ground-level parking and greater density for projects that include more income-restricted units.
“This could be a unique opportunity to make some of these projects a little bit more feasible while adding a little bit of deeper affordability,” Manji said.
The plan still needs to come back to the full City Council for a final vote. Then it will head to the desk of Mayor Karen Bass. She had asked Gov. Gavin Newsom last year to veto SB 79, arguing the state shouldn’t tell L.A. how to plan for more housing.
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A bipartisan majority in the Republican-led House voted on Wednesday to end the war with Iran, the clearest rebuke yet of President Donald Trump's handling of the conflict and the subsequent economic fallout.
About the vote: The war powers resolution passed by a vote of 215 to 208, with four Republicans joining Democrats in support.
What it means: The vote is mostly symbolic. Democrats, despite multiple attempts, have been unable to pass a war powers resolution through the Republican-led Senate. Even if the measure passed in Congress, it would almost certainly be vetoed by Trump, whose administration has questioned the constitutionality of the War Powers Act.
A bipartisan majority in the Republican-led House voted on Wednesday to end the war with Iran, the clearest rebuke yet of President Donald Trump's handling of the conflict and the subsequent economic fallout.
The war powers resolution passed by a vote of 215 to 208, with four Republicans joining Democrats in support.
The resolution had originally been set for a vote two weeks ago, but Republican leaders sent House members home early for a May recess when it appeared the largely Democratic-backed measure had enough Republican votes for passage. However, the extended break didn't shift GOP support to kill the measure.
Ahead of the vote, House Speaker Mike Johnson, R-La., defended Trump's decision to attack Iran.
"Remember … Iran declared war on us 47 years ago. They chant 'death to America.' The president is trying to keep the people safe," Johnson told reporters.
The vote is mostly symbolic. Democrats, despite multiple attempts, have been unable to pass a war powers resolution through the Republican-led Senate. Even if the measure passed in Congress, it would almost certainly be vetoed by President Trump, whose administration has questioned the constitutionality of the War Powers Act.
Still, Senate Democrats have been inching closer. Last month, they won support on a procedural measure to set up a war powers vote after a handful of Republicans broke ranks to join them. A final vote has yet to be scheduled.
The administration has furiously pushed against the effort in both the House and Senate. Wednesday's vote signals his support for the war may be slipping even among some members of his own party.
Now more than 90 days into the conflict, some Republicans have expressed frustration that the war does not appear to have a clear end in sight. Talks to end the war have yet to gain clear traction, casting doubt on a fragile ceasefire. Just hours before the vote, Iran and the U.S. traded strikes in the Persian Gulf.
The conflict began on Feb 28 with strikes by U.S. and Israeli forces on Iran. Under the 1973 War Powers Act, the president has 60 days to end hostilities if there has been no congressional authorization – though he is able to seek a 30-day extension. The same law also gives Congress the ability to end hostilities by voting on a resolution to end military action, subject to presidential veto.
The top Democrat on the House Foreign Affairs Committee, Rep. Gregory Meeks, D-N.Y., warned ahead of the May recess when the vote was delayed that the plan was sure to pass.
"Let's be clear: Republicans pulled this vote because they knew they were going to lose it," Meeks said. "They know this war is a political and strategic disaster."
Copyright 2026 NPR
The latest data shows that EVs typically cost $3,159 per year to insure — nearly $1,000 more than gas-powered cars. It’s an added burden that could make the payback period on EVs significantly longer.
The cost breakdown: On average, the insurance gap between electric and internal combustion engine, or ICE, vehicles was 42%, according to a report released today by the insurance-comparison marketplace Insurify. But it varies drastically by state and model. The most expensive locale was Washington, D.C., where coverage cost $6,394 versus $4,124 for ICE cars. In California, coverage for electric cars costs $3,584 on average versus $2,969 for ICE cars.
Which car brands have the highest insurance? Generally speaking, luxury brands like Tesla, Mercedes-Benz, and Audi are particularly expensive to insure, with premiums on many models topping $4,000. Volvo, Chevrolet, Ford, and Hyundai offer cars at the lower end of the spectrum. Insurify wouldn’t disclose which insurers had the most expensive rates, but did say Lemonade, Root, and GEICO offered the most affordable EV coverage. A primary reason for the disparity is that EVs cost more to fix.
Electric vehicles offer many opportunities to save money: on gas, on oil changes, on engine maintenance. But, it turns out, insurance isn’t one of them. In fact, the latest data shows that EVs typically cost $3,159 per year to insure — nearly $1,000 more than gas-powered cars. It’s an added burden that could make the payback period on EVs significantly longer.
On average, the insurance gap between electric and internal combustion engine, or ICE, vehicles was 42%, according to a report released by the insurance-comparison marketplace Insurify. But it varies drastically by state and model. The most expensive locale was Washington, D.C., where coverage cost $6,394 versus $4,124 for ICE cars. Maine was the cheapest at $1,476, just $184 more than a conventional car. The difference was most pronounced in Rhode Island, which has a 73% spread.
Generally speaking, luxury brands like Tesla, Mercedes-Benz, and Audi are particularly expensive to insure, with premiums on many models topping $4,000. Volvo, Chevrolet, Ford, and Hyundai offer cars at the lower end of the spectrum. Insurify wouldn’t disclose which insurers had the most expensive rates, but did say Lemonade, Root, and GEICO offered the most affordable EV coverage.
“Insurers were charging those higher premiums to balance their risks,” said Julia Taliesin, an economic analyst and insurance agent at Insurify, who wrote the report. It is based on more than 235 million quotes in Insurify’s proprietary database. Seven states — Alaska, Hawai‘i, North Dakota, New Hampshire, South Dakota, Vermont, and Wyoming — are excluded due to lower quoting volume. But high insurance expenses means it can take more driving before an EV pays for itself through lower fuel and operating costs. Even if electricity were free and gas stays at $4 per gallon it translates to at least 5,800 more miles a year compared to a car that gets 25 mpg.
A primary reason for the disparity is that EVs cost more to fix.
“We do see that there is a delta in the cost of repair for electric vehicles compared to ICE,” said Ryan Mandell, a vice president of strategy and market intelligence at Mitchell, a company which provides data and software related to car repairs. He pegs the difference at about 15%, noting that batteries are relatively expensive to fix and for mechanics to work around and that EVs have complicated electronics. But there are more fundamental factors as well, like the lack of an engine.
Mandell gave the Ford F-150 as an example. From 2022 to 2025 an electric version of the pickup truck, called the Lightning, was available alongside gas-only and hybrid versions. When Mitchell subjected the gasoline and EV models to a front-end crash test the engine in the traditional model actually absorbed quite a bit of the impact. Because it doesn’t have that additional structure, Ford designed the Lightning with additional reinforcement that cost around 30% more to fix.
“The Lightning had more crash parts on the front of the vehicle,” said Mandell. He also noted that Ford requires removing the battery before doing any work, which increases labor costs. “It adds up.”
Repair costs, however, are not the only factor insurers consider. Insurify’s data showed insurance rates for the two trucks are roughly the same, which Taliesin said suggests driver demographics and behavior play a role, too. “One of the most significant is personal driving history and credit history,” she said. Given the Lightning’s much higher cost, the credit scores of owners could potentially be higher. And Insurify’s data shows that the ticket and accident rates for Lightning drivers are about half that of traditional F-150s.
“Factors like climate risk, vehicle theft rates, population density, insurance regulation, repair infrastructure, and EV adoption levels contribute to regional cost differences,” the Insurify report stated. In several states it cited climate-driven extreme weather, such as hurricanes and flooding, as drivers of high costs.
This EV insurance story isn’t unique to the United States. In 2024, BloombergNEF found about the same spread in the United Kingdom and Germany. France saw double the disparity. Overall, though, American EV owners still paid 87% more for insurance than Europeans.
“Several model-specific factors have driven the wider cost gaps in the large and SUV segments,” said Aleksandra O’Donovan, head of electrified transport at BloombergNEF, pointing to the Tesla Model Y as a particularly extreme example. “[The U.S. price] is nearly triple the insurance rate for the same vehicle in Germany.”
From 2023 to 2025, the EV insurance gap in the U.S. grew from 29% to 49%. But this year, it came down slightly, which Taliesin said is among a few good signs for EV drivers. Another is that the disparity among cars made in the last two years was only 18 percent — compared 42% across all years.
That drop is partly because auto insurance prices fell across the board in the last year. But Taliesin also said that ICE cars are catching up to EVs in terms of how complicated and expensive they are to fix. The cost of EV batteries is also trending downward, too. As EV sales have grown, there is more data for companies to base their prices on and more incentive for them to court EV owners.
”We’ve been seeing a ton of insurance-shopping behavior as insurers have been dropping their rates to compete for business,” said Taliesin, who is bullish for consumers. “That’s definitely a welcome reprieve.”
