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For Dylan Feierabend, there are few things more life-affirming than fishing for redtail surfperch and smelt at Centerville Beach in rural Humboldt County.

His favorite spot, where the Eel River meets the Pacific Ocean, is a few miles from the main road — too far to walk with fishing poles and an ice chest in tow. He instead gets there by driving a side-by-side, a small off-road vehicle, right onto the sand.

He might not be able to do so much longer.

If the California Coastal Commission has its way, vehicular access will soon be nixed at Centerville Beach County Park outside Ferndale — one of just a handful of beaches along the state’s 840-mile coastline where driving is allowed.

This month, the Coastal Commission approved a request from Humboldt County for a coastal development permit to rebuild a 0.17-mile segment of a storm-battered road adjacent to the fast-eroding beach — but only if the county stops people from driving on the sand.

Coastal Commission staff, in a 78-page report, said motorized vehicles threaten both sensitive vegetation and critical habitat for the federally threatened western snowy plover, a small, white-bellied shorebird.

“California’s dune habitats are particularly rare and important, so where driving could damage these sensitive areas, the Coastal Act requires that we protect them,” commission spokesman Joshua Smith said in a statement to The Times.

However, he said, the agency does not “have a one-size-fits-all policy on driving on the beach.”

But Humboldt County residents and officials decry the move as just the latest example of overregulation and government overreach in liberal California — and of the disconnect between its rural and urban places.

“What you see in Southern California isn’t what we see up here,” resident Joey Sancho told the Coastal Commission during its meeting in Eureka this month. “The beaches aren’t overly populated. They’re not being torn up by ATVs and so forth. But yet, [it’s] just one more thing just to take away from us up here in the North Coast.”

Humboldt County wants to make improvements to Centerville Road.

(Google street view)

Feierabend, a 36-year-old loan officer, told The Times: “It’s about slowly choking out the individuals that utilize the beach and gaining control under the ruse, or the guise, of conservation.”

The discord in Humboldt County comes as the Trump administration is taking aim at what it calls “environmental extremism” in California, with federal officials trying — largely over state objections — to open the treasured coastline to more offshore oil drilling, expanded rocket launches and floating nuclear reactors.

Amid this wider debate, beach driving has emerged as an unexpected flashpoint.

Last month, Republican gubernatorial candidate Steve Hilton called coastal commissioners “idiots” for their years-long effort to end off-road driving at Oceano Dunes State Vehicular Recreation Area, the only state park that allows recreational driving on the beach.

Cars, bikes and pedestrians share the sand at Oceano Dunes State Vehicular Recreation Area near Pismo Beach in February 2021.

(Myung J. Chun / Los Angeles Times)

Oceano Dunes, near Pismo Beach in San Luis Obispo County, temporarily closed to off-roaders this spring amid long-running legal battles between recreation advocates and environmentalists who say all-terrain vehicles are tearing through western snowy plover habitat and sending clouds of unhealthy dust into nearby neighborhoods.

“Surprise, the Coastal Commission are trying to shut it down because they’re joyless bureaucrats who don’t want anyone to have fun,” Hilton said in a social media video as he leaned on a bright yellow dune buggy on the sand. “And it’s not just about fun. This is a real economic engine for this community.”

If elected, he said, he would create a state “Office of Fun and Freedom.” Its first task? Protecting off-roading at Oceano Dunes.

The campaign for Xavier Becerra, the Democratic gubernatorial candidate, did not return requests for comment.

In Humboldt County, residents have stressed that rural Centerville Beach is nothing like Oceano Dunes, where thousands of pickup trucks, ATVs and dirt bikes may carve through the sand on a given day.

Centerville Beach’s nearest town, Ferndale, the childhood home of celebrity chef Guy Fieri, has a population of just 1,500. Residents say the beach typically sees a handful of four-wheelers and side-by-sides — with most heading out to fish, not joy-riding.

“Centerville is not a beach anyone can just drive on — you’ve got to know what you’re doing,” said Shawn Griggs, a painter who surfs there most mornings. “It’s a very volatile beach with coarse sand. It’s steep right off the shore; the sand bars are transient.”

A view of Centerville Beach, near where Humboldt County is looking to repair a stretch of Centerville Road.

(Beau Sanders / For The Times)

Griggs, 57, described himself as “an environmentalist at heart” who appreciates efforts to protect threatened species. But he doubts vehicles are doing much harm at Centerville.

“With the amount of sand that is pushed off that beach every year and moved around, it’s hard for me to imagine that beach would be a super stable beach for the snowy plover,” he said.

The Coastal Commission staff report says the area is “moderately suitable for plovers,” but that “heavy human use” has degraded the habitat.

In Humboldt County, driving is allowed on a handful of county-maintained beaches, as well as portions of the Samoa Dunes Recreation Area, which is managed by the federal Bureau of Land Management.

Feierabend, who grew up next to Centerville Beach, said vehicles are not destroying the beach — the ocean is.

“No one’s going too fast,” he told the Coastal Commission. “No one’s driving through dunes. In fact, there are no dunes.”

Centerville Beach, home to some of the state’s fastest-eroding cliffs, has been shrinking for decades. The rising and warming sea has accelerated that process in recent years, and powerful El Niño-charged storms this fall and winter could wreak further havoc on the coastline.

A beach parking lot that once accommodated up to 100 vehicles has already washed away. And Centerville Road — a narrow county thoroughfare that provides access to the beach, a few rural homes and the federally managed Lost Coast Headlands — is so regularly slammed by powerful storm waves that it is often covered with sand and made impassable.

The road is what initially brought Centerville Beach to the Coastal Commission’s attention.

The Humboldt County Department of Public Works applied for a required coastal development permit to repair a short stretch of storm-damaged roadway, a project for which it had already secured federal and state funding.

The county has proposed elevating the road 10 feet and adding a new parking area. It also is looking to build a revetment — a sloping layer of rocks on the sand meant to protect the road from waves, at least for a few decades.

Humboldt County initially pushed to move the roadway farther inland, but faced resistance from private landowners.

According to the Coastal Commission staff report, beach erosion puts Centerville Road at “severe risk of being destroyed” within the next five years.

Given the urgency of the needed repairs, the decision to tie the development permit to beach driving felt like “a backroom deal stuck into the project,” Humboldt County Planning Commissioner Iver Skavdal said at the Coastal Commission meeting.

The commission is “holding the project, the residents and the county hostage,” said Skavdal, noting that seven generations of his family had enjoyed the beach.

Though the commission approved the permit on the condition beach driving will be stopped, it added an amendment after locals pushed back — giving Humboldt County an opportunity to write a plan to allow restricted driving, provided it would not harm sensitive habitats. That plan would have to come back to the commission for approval.

The Humboldt County Board of Supervisors still must decide whether to accept the stipulations of the coastal development permit before any construction begins.

The potential loss of driving on Centerville Beach — a unique attraction in California’s sparsely populated, economically depressed northwest corner — struck a chord with residents, about two dozen of whom sat through several hours of a Coastal Commission meeting on a Wednesday morning to speak about it.

“Families here don’t have a lot to do,” Sue Long, former mayor of the nearby city of Fortuna, told the commission. “There’s not a lot of the kind of entertainment you guys have, with waterslides and Disneyland and all of those things. … We count on nature.”

Mike Astry, who runs a small off-road recovery business pulling out vehicles stuck in sand or mud throughout the region, told the commission most people towed off Centerville Beach are out-of-town tourists who traveled just to drive on the beach.

Stopping vehicular access is “a big deal to a lot of people,” Astry, 49, said in an interview. “People driving from out of town that want to come drive on that beach are not going to come to our town and spend money on hotels and food.”

Astry, who also is an automotive maintenance supervisor for Humboldt County, started the towing business with his souped-up Jeep during the COVID-19 pandemic, when people flocked to outdoor spaces during lockdowns. Now, he typically gets one or two calls a week.

At Centerville Beach, he said, “I’ve had some pretty gnarly tows,” including some “little old ladies who thought, ‘Oh, I thought my Prius could go here,’ and it can’t.”

A few years ago, he yanked a Tesla out of the ocean. Powerful waves ripped off its bumper. The driver was from the Bay Area.

“People are just sick of California, their mandates, and this is just one more thing to add to it,” he said of the coastal commission decision. “It’s just a power trip. We pay our frickin taxes.”

Jennifer Savage — California policy associate director for the Surfrider Foundation, a coastal protection nonprofit — was one of the few speakers at the Coastal Commission meeting who focused on a different aspect of the county’s Centerville Beach proposal: the rock revetment next to the old, crumbling road.

Revetments and sea walls, which generally are not allowed for developments built after the Coastal Act took effect in 1977, “make a beach erode significantly faster,” she told The Times.

Erosion has been a known problem for a long time, she said, and “the failure to prepare doesn’t justify sacrificing the public beach.”

Former child star Bobb’e J. Thompson, who acted in “That’s So Raven” and “30 Rock,” has been sentenced to more than two years in federal prison.

Thompson was arrested last fall after police said he was driving 104 mph — more than 30 mph over the speed limit — in Cerro Gordo County, Iowa. A news release issued by U.S. attorney’s office of the Northern District of Iowa said an officer stopped the vehicle and spotted Thompson and the passenger switching seats. The officer reported that, when he approached the car, there was a smell of marijuana coming from the vehicle.

Officers searched the vehicle and, according to the news release, found a backpack holding bags of dispensary-bought marijuana and a .40-caliber handgun that was fully loaded with a 15-round magazine. Police said the gun had been reported stolen from a car in Kansas City, Mo.

Actor Bobb’e J. Thompson speaks at Spike TV’s 2009 Guys Choice Awards at Sony Studios in Culver City.

(Kevin Winter / Getty Images)

The “Role Models” and “Tyler Perry’s House of Payne” actor was also convicted of battery and assault in 2020. Then in 2022 he was convicted of possession of a firearm, which was prohibited because he was a felon.

In April, Thompson pleaded guilty to possession of a firearm, and last week he was sentenced by an Iowa district judge to more than two years in prison.

Thompson’s “That’s So Raven” co-star Kyle Massey told TMZ on Monday that he loved his former co-star no matter what.

“Free Bobb’e J., man, that’s my brother,” he said. “We love you, we support you, we got your back, whatever you need, man, we’re gonna take care of you. It just always sucks to see one of your friends or someone that you love go through something hard like that. So we’re just gonna be rooting for him no matter what.

“Keep your head up, we’re here and we love you,” he added. “We love you so much, bro. No matter what.”

Hermeus is developing an expendable ramjet-powered aircraft, Ramjet-X, which will be air-launched from its reusable, F-16-sized Quarterhorse high-speed drone. The result aims to create a two-vehicle architecture intended to make high-speed flight testing less dependent on expensive, single-use test platforms. That would give Hermeus and potential customers a way to conduct repeated high-Mach flight tests without expending a large booster on every mission.

The company unveiled the concept today. Hermeus says the Ramjet-X will be carried beneath Quarterhorse and released at a speed of around Mach 3, at which its ramjet can begin operating. The smaller vehicle will then accelerate, climbing to around 100,000 feet, and a speed in the region of Mach 4. Quarterhorse will then return to base and be available for another mission.

Imagery released by Hermeus shows a Quarterhorse carrying a Ramjet-X mounted on a pylon under each wing, indicating that two different high-speed tests can be carried out in a single sortie. Intriguingly, the Quarterhorse is shown with no fewer than six underwing hardpoints in all, suggesting that other kinds of external payloads are envisaged.

Hermeus has not released detailed performance specifications for Ramjet-X, including its range, payload capacity, or the critical expected cost per flight. We have reached out to the company for more information.

Images released by the company show a relatively compact, missile-like vehicle with delta wings incorporating prominent dihedral. There are no horizontal tail surfaces, but a conventional vertical fin is complemented by a ventral fin. Axios reports that Ramjet-X is approximately 22 feet long and 7 feet wide.

In terms of appearance, and also thanks to its ramjet propulsion system, the vehicle is outwardly very reminiscent of the Lockheed’s D-21 Tagboard supersonic spy drone. However, at more than 40 feet long and with a wingspan of 20 feet, the D-21 was significantly bigger. Overall, the entire concept recalls the Cold War-era D-21 and its M-21 mothership, on a smaller scale.

The basic concept aims to address a longstanding problem with ramjet flight testing. Unlike a conventional jet engine, a ramjet cannot provide useful thrust from a standstill. The vehicle therefore has to be accelerated to a sufficiently high speed before the ramjet can take over.

That acceleration can traditionally require another propulsion system, including an expendable rocket booster. Hermeus is proposing to substitute a reusable aircraft for that initial boost. It is unclear if the Ramjet-X vehicles are similarly recoverable, but we have asked Hermeus for more details here, too.

As it stands, flight-test programs of this kind are often constrained not only by the cost and availability of test infrastructure, but also by the limited availability of suitable airspace and range access. A reusable carrier aircraft could help address both challenges, allowing multiple Ramjet-X vehicles to be deployed from airports near a designated test range as required and launched only once the vehicle is within the approved test area. That flexibility could reduce the need for a new large booster for every experiment while also making it easier to conduct tests, including at shorter notice, within increasingly constrained airspace.

Hermeus says Ramjet-X is being designed not just for its own development work but as a potential test platform for outside customers. The company is calling the concept “Flight Test as a Service,” with customers able to fly payloads including sensors, communications equipment, computing and autonomy systems, materials, and propulsion hardware.

The program reflects a broader push toward increasing the availability of commercial high-speed flight testing that has attracted U.S. government interest.

Hermeus was also selected by the Defense Innovation Unit for work under its Hypersonic and High-Cadence Airborne Testing, or HyCAT, effort. That program is intended to use commercial flight-test capabilities to expand the government’s access to relevant high-speed environments.

The company is also pursuing its own increasingly ambitious Quarterhorse aircraft. Its Quarterhorse Mk 2.1 completed an uncrewed supersonic flight earlier this year, reaching Mach 1.21 on its third test flight. The company’s roadmap calls for subsequent Quarterhorse variants to progressively increase speed and address the thermal and propulsion challenges associated with high-Mach flight.

The imagery released for Ramjet-X shows a different Quarterhorse configuration than the 2.1 version, including beefed-up landing gear with twin nosewheels. The requirement for release of the Ramjet-X at Mach 3 suggests that its launch platform will be the Quarterhorse Mk 2.3, which will be the first to reach this kind of speed. This summer, Hermeus confirmed that its second supersonic aircraft, the Quarterhorse Mk 2.2, and the Mach 3-capable Mk 2.3 aircraft were under construction.

For its future Quarterhorse Mk 3, Hermeus has been developing Chimera, a turbine-based combined-cycle propulsion system. This is intended to transition from turbine operation to ramjet operation as speed increases.

Ramjet-X effectively separates part of that problem into another aircraft and the system could also be useful for experiments that do not require an entire hypersonic aircraft.

For example, an organization developing a high-temperature material might need to know how it behaves in an actual high-speed flight environment, rather than only in a ground test. The same could apply to weapons, sensors, communications systems, guidance hardware, onboard computers, or other components intended for high-speed vehicles.

So far, however, it’s not clear what kind of flight profiles Ramjet-X will provide. Hermeus has mentioned a cruise phase lasting “tens of minutes.”

But a short-duration dash through a high-Mach regime is not equivalent to sustained flight at those speeds. The duration available to an experiment, thermal loads, acceleration, vibration, available electrical power, telemetry, maneuverability, and payload mass will all determine what can actually be tested.

The company says it is already testing the Ramjet-X propulsion system at its High Enthalpy Air-Breathing Test facility in Jacksonville, Florida. High-temperature structures are also under development at its El Segundo, California, headquarters. Integrated vehicle testing is currently planned for 2027.

The HEAT facility itself is part of Hermeus’ effort to establish high-speed propulsion test infrastructure. The company says the facility is being developed to eventually provide continuous high-Mach airflow for more flight-like ground testing.

Ramjet-X has yet to fly, but if it performs as intended, it could help lower one of the major barriers to obtaining real-world flight data at high Mach numbers. At the same time, the company is entering a market that is attracting growing interest from other aerospace firms, which are also expanding their high-speed flight-test capabilities, especially to capitalize on the broader hypersonics boom, including Stratolaunch.

There is fairly clear potential weaponization of this concept, for strike and surveillance missions, as well, although there has been no indication of that being in the works at this time.

The planned 2027 integrated testing should provide the first meaningful indication of whether the concept can progress to become a practical high-speed test capability.

Contact the author: thomas@thewarzone.com

If elected governor in November, Republican Steve Hilton said Tuesday he would eliminate the state Department of Motor Vehicles and slash registration fees for car owners — expressing confidence that the Democratic-controlled Legislature would embrace the plan.

“My starting expectation would be, they would be with me on things to reduce the cost of living, so let’s work together,” he told The Times on Tuesday.

Hilton said that once state lawmakers met with him and realized he was not the “caricature” his critics portray, they would realize that he is “not a particularly tribal person. I’m just looking to solve problems, and we all agree about the cost of living.”

Eliminating a state agency would require approval from the state Legislature, where Democrats hold super majorities in both chambers. Assembly Speaker Robert Rivas (D-Hollister) and Senate President Pro Tem Monique Limón (D-Santa Barbara) have both endorsed Hilton’s Democratic rival in the governor’s race, former Biden cabinet member Xavier Becerra.

The Becerra campaign scoffed at Hilton’s confidence.

“You can’t spend a year calling Democrats a failure and then expect two-thirds of both chambers to take your calls,” said Becerra spokesperson Jonathan Underland. “Steve is in for a very rude awakening, and the fact that he can’t see it coming just shows how little he understands the job he’s asking for.“

Hilton announced his plan at a news conference outside of a DMV office in West Hollywood, where he touted proposals to eliminate the state agency, which has a $1.6-billion budget, and reduce the annual vehicle registration fee to $73 per year.

“We are going to shut down this bloated, nanny-state bureaucratic agency that treats Californians with complete contempt,” he said to cheers at the event. “We are done with it. Enough is enough with the DMV. Enough is enough with sky-high registration rates. We are done.”

Hilton said he could issue an executive order to reduce the vehicle licensing fees, as Gov. Arnold Schwarzenegger did less than an hour after being sworn into office upon winning the 2003 recall election. While the fee is set by state tax code, governors can waive it in specific circumstances, as Schwarzenegger did.

Californians currently register more than 36 million vehicles with the DMV each year, and the average annual fee paid for each is $329, according to the state Legislative Analyst’s Office. The registration fees, along with driver’s license costs and other fees related to the California Highway Patrol and identification cards collected by the DMV, are the primary funding sources of the CHP and DMV.

Hilton said the state currently reaps $11 billion to $12 billion per year from vehicle registration fees, and that his proposal would reduce the revenue to roughly $2.7 billion. He said he would make up for the revenue shortfall created by the proposal — and other plans, including eliminating state taxes on the first $150,000 of income — by reducing the state’s workforce by 10% and agency budgets by 5%.

To eliminate a state agency, Hilton would need legislative approval, although he says that if Sacramento lawmakers were to rebuff his efforts, he could use the budget to slash the DMV’s operations.

Hilton cited a discussion he had with Schwarzenegger at an August dinner at the movie star’s Brentwood estate.

“Arnold said the Democrats who led the Legislature when he was there much preferred” having a Republican governor to a Democratic one, Hilton said.

Hilton lacks Schwarzenegger’s worldwide fame, and the nation and Sacramento are far more polarized than when the Austrian bodybuilder turned action movie star took office. Still, Hilton’s vehicle registration proposal is reminiscent of a major plank of Schwarzenegger’s successful 2003 campaign to recall and replace Democratic Gov. Gray Davis.

Davis had tripled the state’s annual vehicle license fee shortly after being reelected in 2002 to help address a state budget shortfall. Schwarzenegger seized upon the issue during the recall campaign, at one point dropping a wrecking ball from a five-story crane onto a car spray-painted with the words “Davis Car Tax” in front of a cheering crowd in Costa Mesa.

“We had the biggest action star in the world. He’s going to show action,” said Rob Stutzman, who worked as one of Schwarzenegger’s top advisors. “Arnold demanded it. It was always a production to tell a story. He was genius at it.”

“Californians got a huge increase in their vehicle license fee and it was being done to backfill a deficit arguably revealed to them by surprise after the [2002] election,” Stutzman said.

Stutzman said the fee created a backlash that fueled the recall campaign against Davis, along with rolling blackouts during the energy crisis of 2000 to 2001.

Schwarzenegger’s executive order reducing the license fee to its former rate resulted in billions of dollars of losses to the state’s general fund. The Republican had to respond with spending cuts as well as issuing bonds to make up for the shortfall.

Former Dallas Cowboys quarterback Tony Romo says he is taking full responsibility for his ‘recent personal failure’ after entering a no-contest plea to a charge of operating a vehicle while intoxicated.

Romo was arrested July 23 in Wisconsin on suspicion of operating while intoxicated (OWI). He also received citations for having an open container of an alcoholic beverage in a moving vehicle and unsafe passing, but they were dismissed Tuesday morning by a Milwaukee County judge.

The same judge found Romo guilty of the OWI charge and took away his driving privileges for six months. Romo also must pay $834, and an ignition interlock device must be installed on any vehicle owned or operated by Romo or registered in his name for a minimum of one year.

In a statement posted to Instagram soon after, Romo indicated he is taking the situation seriously.

“This morning, I faced a recent personal failure by pleading no contest to a civil offense for OWI in Wisconsin. I own this completely,” Romo wrote.

“Multiple back surgeries ended my career earlier than I expected and left me with constant, debilitating pain. That pain led to a dependence on pain medication, and my efforts to get off those medications led to an over-reliance on alcohol.

“As I have taught my three young sons: when you fall short, you stand up and take full responsibility. That is an important first step. The harder and more important step is examining the path that brought you here and making the changes necessary to move forward.

“That path requires honesty.

“None of this is an excuse. These are my failures, and I take responsibility for them.”

Romo spent all 13 of his NFL seasons with the Cowboys and has been the lead NFL game analyst for CBS Sports since 2017. On July 31, the network placed Romo on indefinite leave and tapped J.J. Watt to fill in alongside play-by-play announcer Jim Nantz.

He said Tuesday that he is “working closely with a team of doctors to address my health and make the necessary changes” in his life.

“The past month has been difficult, but it has also been personally significant,” Romo wrote. “It has required me to confront and own my mistakes fully — to the Lord, to myself, to my family, and now to the public.”

Romo added: “As I turn my attention to my health, my family, and, in time, my return to CBS, I kindly ask for privacy during this period.”