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"title": "SF’s New Valencia Street Bike Lane Will Have to Go Around, And Between, Parklets",
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"content": "\u003cp>It’s often said that progress isn’t a straight line.\u003c/p>\n\u003cp>Judging by a briefing Monday by the San Francisco Municipal Transportation Agency, neither is the proposed redesigned bike lane on \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a>.\u003c/p>\n\u003cp>As part of SFMTA’s decision in June to end a \u003ca href=\"https://www.kqed.org/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree\">controversial center-running bikeway pilot\u003c/a> and instead move forward with a protected, side-running bike lane, the agency gave Valencia Street merchants the option to keep their parklets curbside, move them slightly away from the sidewalk or remove them completely.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>At Monday’s briefing, officials confirmed the final tally: Of the 26 merchants with parklets on Valencia between 15th and 23rd streets, 21 have chosen to keep their parklets curbside, three have chosen “floating” parklets, and two have chosen to get rid of theirs altogether.\u003c/p>\n\u003cp>This means the future side-running bike lane on Valencia, which SFMTA hopes to break ground on in January, will be anything but straight.\u003c/p>\n\u003cp>The proposed lane will mostly run adjacent to the sidewalk, but when it encounters one of the 21 curbside parklets, it will curve around that parklet, something SFMTA staff call “slaloming.”\u003c/p>\n\u003cp>[aside postID=news_11976185 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2023/09/230921-ValenciaBikeway-015-BL-KQED-1020x680.jpg']\u003c/p>\n\u003cp>When the bike lane passes a floating parklet, it will thread a path between that parklet and the sidewalk.\u003c/p>\n\u003cp>The curbside parklet design is safer for people entering and exiting the parklet because it connects with the sidewalk. A floating parklet design, on the other hand, allows cyclists to ride in a straight line but can increase the likelihood of pedestrian-cyclist collisions as people cross the bike lane to enter and exit the parklet.\u003c/p>\n\u003cp>Marcel Moran, a faculty fellow at the Center for Urban Science and Progress at New York University, said he doesn’t foresee problems on the Valencia corridor if there is a combination of floating and non-floating parklets.\u003c/p>\n\u003cp>He pointed out the bike lane already “slaloms” around a curbside parklet at Four Barrel Coffee near 15th Street.\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\u003cfigure id=\"attachment_12003835\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003835\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Valencia Street bike lane near Four Barrel Coffee in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In instances where parklets are floated, Moran said San Francisco can learn from design elements used by city planners in Oakland, New York City and Paris to reduce the chance of pedestrian-cyclist conflicts, including speed bumps and signage.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">After all the upheaval\u003c/a> over the center-running bike lane pilot, which spurred mixed feelings from cyclists and complaints over the loss of parking from businesses, SFMTA staff have prioritized letting merchants choose what happens next with their parklets.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” project manager Paul Stanis said.\u003c/p>\n\u003cp>Stanis told KQED that, unlike the center-running bikeway, the side-running bike lane would not be a pilot.\u003c/p>\n\u003cp>“This will be the permanent condition once it is fully installed next year,” Stanis said.\u003c/p>\n\u003cfigure id=\"attachment_12003836\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane next to a parklet on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Moran called the proposed design a “reasonable compromise.”\u003c/p>\n\u003cp>“Valencia Street can handle a mix of floating and non-floating parklets, as long as we’re very careful about the potential conflict zones, which are still going to be an improvement over a center-running bike lane,” he said.\u003c/p>\n\u003cp>The SFMTA board is expected to vote on whether to move forward with the proposal in November.\u003c/p>\n\u003cp>SFMTA plans to share the final design with the community later this month at walking tours and open house events.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>It’s often said that progress isn’t a straight line.\u003c/p>\n\u003cp>Judging by a briefing Monday by the San Francisco Municipal Transportation Agency, neither is the proposed redesigned bike lane on \u003ca href=\"https://www.kqed.org/news/tag/valencia-street\">Valencia Street\u003c/a>.\u003c/p>\n\u003cp>As part of SFMTA’s decision in June to end a \u003ca href=\"https://www.kqed.org/news/11976185/sfmta-cites-improved-road-safety-with-valencia-street-bike-lane-but-some-disagree\">controversial center-running bikeway pilot\u003c/a> and instead move forward with a protected, side-running bike lane, the agency gave Valencia Street merchants the option to keep their parklets curbside, move them slightly away from the sidewalk or remove them completely.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At Monday’s briefing, officials confirmed the final tally: Of the 26 merchants with parklets on Valencia between 15th and 23rd streets, 21 have chosen to keep their parklets curbside, three have chosen “floating” parklets, and two have chosen to get rid of theirs altogether.\u003c/p>\n\u003cp>This means the future side-running bike lane on Valencia, which SFMTA hopes to break ground on in January, will be anything but straight.\u003c/p>\n\u003cp>The proposed lane will mostly run adjacent to the sidewalk, but when it encounters one of the 21 curbside parklets, it will curve around that parklet, something SFMTA staff call “slaloming.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>When the bike lane passes a floating parklet, it will thread a path between that parklet and the sidewalk.\u003c/p>\n\u003cp>The curbside parklet design is safer for people entering and exiting the parklet because it connects with the sidewalk. A floating parklet design, on the other hand, allows cyclists to ride in a straight line but can increase the likelihood of pedestrian-cyclist collisions as people cross the bike lane to enter and exit the parklet.\u003c/p>\n\u003cp>Marcel Moran, a faculty fellow at the Center for Urban Science and Progress at New York University, said he doesn’t foresee problems on the Valencia corridor if there is a combination of floating and non-floating parklets.\u003c/p>\n\u003cp>He pointed out the bike lane already “slaloms” around a curbside parklet at Four Barrel Coffee near 15th Street.\u003c/p>\n\u003cp>“It’s not an unreasonable type of maneuver for a cyclist. It’s very visible, and it doesn’t create an undue burden,” Moran said.\u003c/p>\n\u003cfigure id=\"attachment_12003835\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003835\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240823-ValenciaTelegraphBikeLanes-23-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">The Valencia Street bike lane near Four Barrel Coffee in San Francisco’s Mission District on Aug. 23, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In instances where parklets are floated, Moran said San Francisco can learn from design elements used by city planners in Oakland, New York City and Paris to reduce the chance of pedestrian-cyclist conflicts, including speed bumps and signage.\u003c/p>\n\u003cp>\u003ca href=\"https://www.kqed.org/news/11962992/cyclists-and-businesses-reflect-on-2-months-with-the-valencia-street-bikeway\">After all the upheaval\u003c/a> over the center-running bike lane pilot, which spurred mixed feelings from cyclists and complaints over the loss of parking from businesses, SFMTA staff have prioritized letting merchants choose what happens next with their parklets.\u003c/p>\n\u003cp>“There’s been a lot of back and forth with parklet owners this year,” project manager Paul Stanis said.\u003c/p>\n\u003cp>Stanis told KQED that, unlike the center-running bikeway, the side-running bike lane would not be a pilot.\u003c/p>\n\u003cp>“This will be the permanent condition once it is fully installed next year,” Stanis said.\u003c/p>\n\u003cfigure id=\"attachment_12003836\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/240820-ValenciaTelegraphBikeLane-13-BL_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">A bicyclist rides in a bike lane next to a parklet on Telegraph Avenue in the Temescal neighborhood of Oakland on Aug. 20, 2024. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Moran called the proposed design a “reasonable compromise.”\u003c/p>\n\u003cp>“Valencia Street can handle a mix of floating and non-floating parklets, as long as we’re very careful about the potential conflict zones, which are still going to be an improvement over a center-running bike lane,” he said.\u003c/p>\n\u003cp>The SFMTA board is expected to vote on whether to move forward with the proposal in November.\u003c/p>\n\u003cp>SFMTA plans to share the final design with the community later this month at walking tours and open house events.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SamTrans Labor Fight Could Be Heading Toward a Strike",
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"content": "\u003cp>SamTrans riders face further service disruptions — and the possibility of a strike — amid a continuing standoff between the district’s bus operators and agency management over a new contract.\u003c/p>\n\u003cp>SamTrans said about 70 bus operators, roughly one-third of the normal daily workforce, called in sick for a second day in a row. The Peninsula bus agency’s ridership ranges from 30,000 to 35,000 each weekday.\u003c/p>\n\u003cp>The agency said Friday that limited disruptions were possible over the weekend and that it was too early to tell whether the sickout would continue next week.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The operators, members of Amalgamated Transit Union Local 1574, overwhelmingly rejected two contract proposals last month, including one that would have raised pay by about 18% over the next three years.\u003c/p>\n\u003cp>Local 1574 President Ernie Solero told KQED that his members, including maintenance and customer service personnel, are seeking to close a pay gap with neighboring transit districts. They also want an adjustment in work hours, more paid time off and changes in employee payments for medical insurance.\u003c/p>\n\u003cp>A dispute has also emerged between the union and the district over who is responsible for making the next move in the negotiations.\u003c/p>\n\u003cp>SamTrans officials say that after two contract rejections, it’s up to the union to come up with a new proposal. Solero said the union is ready to negotiate, but that management told him late last month it had no plans to resume talks.\u003c/p>\n\u003cp>Solero said he last spoke to district labor negotiator Patrick Glenn on Aug. 26 amid reports bus operators were about to stage a sickout.\u003c/p>\n\u003cp>“I called and said, ‘Hey, Pat, what is the plan?’ He said, ‘There is no plan.’ So that means they have no plan of budging and no plan of meeting with us,” Solero said.\u003c/p>\n\u003cp>“They’re saying, ‘Oh, it’s the union’s responsibility.’ I’ve made all kinds of proposals, every proposal that I can make. They rejected almost everything,” he said.\u003c/p>\n\u003cp>Solero said those proposals included:\u003c/p>\n\u003cul>\n\u003cli>Bringing the SamTrans pay scale closer to that in effect for drivers at San Francisco’s Muni and Santa Clara County’s VTA. The top pay for operators under SamTrans’ “last, best and final offer” was $45.72 an hour; the Muni scale tops out at $51.45. Under a contract that expires early next year, VTA operators currently make about $4 an hour more than SamTrans drivers do.\u003c/li>\n\u003cli>Changes in operators’ working hours, potentially reducing the currently required two-hour break in the middle of shifts to one hour.\u003c/li>\n\u003cli>Increasing union members’ accrual of paid time off (PTO) to match that earned by the district’s administrative staff.\u003c/li>\n\u003cli>Placing an annual cap on employee payments for medical insurance.\u003c/li>\n\u003c/ul>\n\u003cp>Solero, who’s been with SamTrans for 23 years, said the proposal for shorter middle-of-shift breaks was particularly important.\u003c/p>\n\u003cp>The current two-hour break means “our bus operators work 10 hours for an eight-hour pay. To work two hours of overtime, members have to work a 12-hour day.”\u003c/p>\n\u003cp>SamTrans spokesperson Randol White declined to discuss contract specifics.\u003c/p>\n\u003cp>“While, of course, we very much respect the service that the media provides, SamTrans is not looking to negotiate such sensitive material in the press,” he said.\u003c/p>\n\u003cp>He said the district management is “pretty adamant on the fact that the ball is in the court of the union. And so in order to get these negotiations going further, the union needs to come forward with what would work for them.”\u003c/p>\n\u003cp>White called the 18.3% three-year pay raise in the rejected contract “fair and equitable while balancing the agency’s obligations to the taxpayers of San Mateo County who helped fund SamTrans.”\u003c/p>\n\u003cp>The agency has also highlighted the fact Local 1574 leadership, including Solero, recommended that members ratify the contract proposal before the 222–79 “no” vote last month.\u003c/p>\n\u003cp>Solero said he made the recommendation knowing that the district would continue to fight the union “tooth and nail” over its contract proposals.\u003c/p>\n\u003cp>“One of the reasons I recommended it is I know it’s going to take a whole lot from our membership … a whole lot of sacrifice, like going on a strike” to persuade the district they’re serious about their contract objectives.\u003c/p>\n\u003cp>Solero said Local 1574 members have already authorized a strike, adding that many are still angry with the district after negotiations for their 2022 contract dragged on for more than a year and a half with no agreement in place.\u003c/p>\n\u003cp>“They’ve been wanting to do this (since) last contract,” Solero said. “… They can’t wait anymore. They’re doing the sickout. They’re not willing to wait for the district anymore. They’re trying to send a message: ‘Don’t delay’ in making a new offer.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>SamTrans riders face further service disruptions — and the possibility of a strike — amid a continuing standoff between the district’s bus operators and agency management over a new contract.\u003c/p>\n\u003cp>SamTrans said about 70 bus operators, roughly one-third of the normal daily workforce, called in sick for a second day in a row. The Peninsula bus agency’s ridership ranges from 30,000 to 35,000 each weekday.\u003c/p>\n\u003cp>The agency said Friday that limited disruptions were possible over the weekend and that it was too early to tell whether the sickout would continue next week.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The operators, members of Amalgamated Transit Union Local 1574, overwhelmingly rejected two contract proposals last month, including one that would have raised pay by about 18% over the next three years.\u003c/p>\n\u003cp>Local 1574 President Ernie Solero told KQED that his members, including maintenance and customer service personnel, are seeking to close a pay gap with neighboring transit districts. They also want an adjustment in work hours, more paid time off and changes in employee payments for medical insurance.\u003c/p>\n\u003cp>A dispute has also emerged between the union and the district over who is responsible for making the next move in the negotiations.\u003c/p>\n\u003cp>SamTrans officials say that after two contract rejections, it’s up to the union to come up with a new proposal. Solero said the union is ready to negotiate, but that management told him late last month it had no plans to resume talks.\u003c/p>\n\u003cp>Solero said he last spoke to district labor negotiator Patrick Glenn on Aug. 26 amid reports bus operators were about to stage a sickout.\u003c/p>\n\u003cp>“I called and said, ‘Hey, Pat, what is the plan?’ He said, ‘There is no plan.’ So that means they have no plan of budging and no plan of meeting with us,” Solero said.\u003c/p>\n\u003cp>“They’re saying, ‘Oh, it’s the union’s responsibility.’ I’ve made all kinds of proposals, every proposal that I can make. They rejected almost everything,” he said.\u003c/p>\n\u003cp>Solero said those proposals included:\u003c/p>\n\u003cul>\n\u003cli>Bringing the SamTrans pay scale closer to that in effect for drivers at San Francisco’s Muni and Santa Clara County’s VTA. The top pay for operators under SamTrans’ “last, best and final offer” was $45.72 an hour; the Muni scale tops out at $51.45. Under a contract that expires early next year, VTA operators currently make about $4 an hour more than SamTrans drivers do.\u003c/li>\n\u003cli>Changes in operators’ working hours, potentially reducing the currently required two-hour break in the middle of shifts to one hour.\u003c/li>\n\u003cli>Increasing union members’ accrual of paid time off (PTO) to match that earned by the district’s administrative staff.\u003c/li>\n\u003cli>Placing an annual cap on employee payments for medical insurance.\u003c/li>\n\u003c/ul>\n\u003cp>Solero, who’s been with SamTrans for 23 years, said the proposal for shorter middle-of-shift breaks was particularly important.\u003c/p>\n\u003cp>The current two-hour break means “our bus operators work 10 hours for an eight-hour pay. To work two hours of overtime, members have to work a 12-hour day.”\u003c/p>\n\u003cp>SamTrans spokesperson Randol White declined to discuss contract specifics.\u003c/p>\n\u003cp>“While, of course, we very much respect the service that the media provides, SamTrans is not looking to negotiate such sensitive material in the press,” he said.\u003c/p>\n\u003cp>He said the district management is “pretty adamant on the fact that the ball is in the court of the union. And so in order to get these negotiations going further, the union needs to come forward with what would work for them.”\u003c/p>\n\u003cp>White called the 18.3% three-year pay raise in the rejected contract “fair and equitable while balancing the agency’s obligations to the taxpayers of San Mateo County who helped fund SamTrans.”\u003c/p>\n\u003cp>The agency has also highlighted the fact Local 1574 leadership, including Solero, recommended that members ratify the contract proposal before the 222–79 “no” vote last month.\u003c/p>\n\u003cp>Solero said he made the recommendation knowing that the district would continue to fight the union “tooth and nail” over its contract proposals.\u003c/p>\n\u003cp>“One of the reasons I recommended it is I know it’s going to take a whole lot from our membership … a whole lot of sacrifice, like going on a strike” to persuade the district they’re serious about their contract objectives.\u003c/p>\n\u003cp>Solero said Local 1574 members have already authorized a strike, adding that many are still angry with the district after negotiations for their 2022 contract dragged on for more than a year and a half with no agreement in place.\u003c/p>\n\u003cp>“They’ve been wanting to do this (since) last contract,” Solero said. “… They can’t wait anymore. They’re doing the sickout. They’re not willing to wait for the district anymore. They’re trying to send a message: ‘Don’t delay’ in making a new offer.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is slated to receive $14.1 million in federal funding toward installing EV chargers at all parking facilities it manages, Sen. Alex Padilla announced Monday.\u003c/p>\n\u003cp>The money is part of nearly $150 million awarded for projects to build out much-needed electric vehicle charging stations across California, according to a press release from Padilla (D-Calif.). It will come from the Federal Highway Administration’s \u003ca href=\"https://url.us.m.mimecastprotect.com/s/zk1eCkRozNIXYnr4S2f6uZoejR?domain=transportation.gov\">Charging and Fueling Infrastructure Grant Program\u003c/a>, which was created by bipartisan infrastructure legislation signed by President Joe Biden in 2021.\u003c/p>\n\u003cp>According to Padilla, the funding will be used to install Level 2 chargers at BART station parking facilities for both customers and community members to use.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Level 2 chargers can power up a fully electric vehicle from empty to 80% in 4–10 hours, according to BART. The agency currently has 46 such chargers at its Warm Springs and Lafayette stations after piloting its first program at Warm Springs in 2017, and it reports usage has been good.\u003c/p>\n\u003cp>BART has not been officially notified of the U.S. Department of Transportation award, said Jim Allison, head of media relations for the transit agency, and therefore could not talk about the specific project.\u003c/p>\n\u003cp>[aside postID=news_11998646 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg']\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>As soon as next year, \u003ca href=\"https://www.kqed.org/news/tag/uber\">Uber\u003c/a> users in certain cities could have the option of summoning one of Cruise’s driverless Chevy Bolts, an announcement both companies made this week.\u003c/p>\n\u003cp>The feature won’t be available in San Francisco — where both companies are based — or anywhere else in California after the \u003ca href=\"https://www.kqed.org/news/11965443/california-dmv-pumps-the-brakes-on-cruise-driverless-taxis-in-san-francisco\">Department of Motor Vehicles pulled Cruise’s testing permits\u003c/a> last October because it found the vehicles were “not safe for the public’s operation.”\u003c/p>\n\u003cp>The California DMV first granted Cruise the authority to test autonomous vehicles with safety drivers in 2015, and last August, the company was cleared by the California Public Utilities Commission \u003ca href=\"https://www.dmv.ca.gov/portal/news-and-media/dmv-authorizes-cruise-to-test-driverless-vehicles-in-san-francisco/\">to operate without a driver in San Francisco\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Then, in October, a pedestrian who had been hit by a human driver in San Francisco became pinned under the tire of a Cruise vehicle after it dragged the pedestrian as it came to a stop. Cruise, at the time, called it an “extremely rare event” but \u003ca href=\"https://www.kqed.org/news/11965752/cruise-suspends-driverless-robotaxi-service-nationwide\">suspended testing its driverless vehicles\u003c/a> across the country shortly after.\u003c/p>\n\u003cp>The company’s permits in California remain suspended indefinitely, according to the DMV. As of May, the agency said it had “provided Cruise with additional questions regarding the reinstatement of their permits.”\u003c/p>\n\u003cp>Tiffany Testo, a spokesperson for Cruise, told KQED that the first cities to have the driverless option on Uber would likely be where Cruise is currently conducting supervised testing with safety drivers: Phoenix, Dallas or Houston.\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">[aside postID=news_11993706 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/Waymo-1020x601.jpg']\u003c/span>\u003c/p>\n\u003cp>Cruise resumed safety testing in those three cities in June.\u003c/p>\n\u003cp>The partnership brings together two companies that have fallen behind in the race for autonomous robotaxis to Waymo, owned by Google’s parent company, Alphabet.\u003c/p>\n\u003cp>“We are excited to partner with Uber to bring the benefits of safe, reliable, autonomous driving to even more people, unlocking a new era of urban mobility,” Marc Whitten, CEO of Cruise, \u003ca href=\"https://www.getcruise.com/news/blog/2024/uber-and-cruise-to-deploy-autonomous-vehicles-on-the-uber-platform/\">said in a statement\u003c/a>.\u003c/p>\n\u003cp>In the joint statement, Uber CEO Dara Khosrowshahi cited the company’s position as “the largest mobility and delivery platform.”\u003c/p>\n\u003cp>Earlier this month, Cruise agreed to \u003ca href=\"https://static.nhtsa.gov/odi/inv/2022/INCLA-PE22014-10746.pdf\">recall nearly 1,200 robotaxis\u003c/a>, ending an investigation by the National Transportation Safety Board over unnecessarily hard braking. The NTSB says those issues have since been “remedied through software updates that are intended to reduce the risk of unexpected braking maneuvers, including by improvements to perception, prediction, and planning.”\u003c/p>\n\u003cp>Cruise’s safety issues also centered on the vehicles’ behavior around pedestrians in roadways, including crosswalks, in some situations. The NTSB previously raised concerns that Cruise’s vehicles didn’t exercise the right amount of caution.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/span>\u003c/p>\n\u003cp>Cruise resumed safety testing in those three cities in June.\u003c/p>\n\u003cp>The partnership brings together two companies that have fallen behind in the race for autonomous robotaxis to Waymo, owned by Google’s parent company, Alphabet.\u003c/p>\n\u003cp>“We are excited to partner with Uber to bring the benefits of safe, reliable, autonomous driving to even more people, unlocking a new era of urban mobility,” Marc Whitten, CEO of Cruise, \u003ca href=\"https://www.getcruise.com/news/blog/2024/uber-and-cruise-to-deploy-autonomous-vehicles-on-the-uber-platform/\">said in a statement\u003c/a>.\u003c/p>\n\u003cp>In the joint statement, Uber CEO Dara Khosrowshahi cited the company’s position as “the largest mobility and delivery platform.”\u003c/p>\n\u003cp>Earlier this month, Cruise agreed to \u003ca href=\"https://static.nhtsa.gov/odi/inv/2022/INCLA-PE22014-10746.pdf\">recall nearly 1,200 robotaxis\u003c/a>, ending an investigation by the National Transportation Safety Board over unnecessarily hard braking. The NTSB says those issues have since been “remedied through software updates that are intended to reduce the risk of unexpected braking maneuvers, including by improvements to perception, prediction, and planning.”\u003c/p>\n\u003cp>Cruise’s safety issues also centered on the vehicles’ behavior around pedestrians in roadways, including crosswalks, in some situations. The NTSB previously raised concerns that Cruise’s vehicles didn’t exercise the right amount of caution.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A crash and large fire along Interstate 80 in the Sierra involving an electric Tesla Semi has drawn the attention of federal safety investigators.\u003c/p>\n\u003cp>The U.S. National Transportation Safety Board said Thursday it’s sending a team of investigators from the Office of Highway Safety mainly to look into fire risks posed by lithium-ion batteries.\u003c/p>\n\u003cp>The team will work with the California Highway Patrol to “examine the wreckage and gather details about the events leading up to the collision and the subsequent fire response,” the agency said in a statement.\u003c/p>\n\u003cp>The \u003cem>Los Angeles Times\u003c/em> reported that the Tesla rig was traveling east on I-80 around 3:15 a.m. Monday near Emigrant Gap, about 70 miles northeast of Sacramento in Placer County, when it went off the road and collided with trees near the right shoulder.\u003c/p>\n\u003cp>The battery caught fire, spewing toxic fumes and reaching a temperature of 1,000 degrees, forcing firefighters to wait for it to burn out, the Highway Patrol told the newspaper. The Tesla driver walked away from the crash and was taken to a hospital, and the freeway was temporarily closed.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The battery burned into the late afternoon while firefighters tried to cool it down for cleanup, and the freeway didn’t reopen until 7:20 p.m., authorities said.\u003c/p>\n\u003cp>A message was left Thursday seeking comment on the crash and fire from Tesla.\u003c/p>\n\u003cp>[aside label='More Transportation Coverage' tag='transportation']\u003c/p>\n\u003cp>After an investigation that ended in 2021, the NTSB determined that high-voltage electric vehicle battery fires \u003ca href=\"https://apnews.com/article/fires-vehicle-fires-69421270f049c9875c07b011e8d4a51e\">pose risks to first responders\u003c/a> and that guidelines from manufacturers about how to deal with them were inadequate.\u003c/p>\n\u003cp>The agency, which has no enforcement powers and can only make recommendations, called for manufacturers to write vehicle-specific response guides for fighting battery fires and limiting chemical thermal runaway and reignition. The guidelines also should include information on how to safely store vehicles with damaged lithium-ion batteries, the agency said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Tesla began delivering the electric Semis in December of 2022, more than three years after CEO Elon Musk said his company would start making the trucks. Musk has said the Semi has a range per charge of 500 miles when pulling an 82,000-pound load.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A crash and large fire along Interstate 80 in the Sierra involving an electric Tesla Semi has drawn the attention of federal safety investigators.\u003c/p>\n\u003cp>The U.S. National Transportation Safety Board said Thursday it’s sending a team of investigators from the Office of Highway Safety mainly to look into fire risks posed by lithium-ion batteries.\u003c/p>\n\u003cp>The team will work with the California Highway Patrol to “examine the wreckage and gather details about the events leading up to the collision and the subsequent fire response,” the agency said in a statement.\u003c/p>\n\u003cp>The \u003cem>Los Angeles Times\u003c/em> reported that the Tesla rig was traveling east on I-80 around 3:15 a.m. Monday near Emigrant Gap, about 70 miles northeast of Sacramento in Placer County, when it went off the road and collided with trees near the right shoulder.\u003c/p>\n\u003cp>The battery caught fire, spewing toxic fumes and reaching a temperature of 1,000 degrees, forcing firefighters to wait for it to burn out, the Highway Patrol told the newspaper. The Tesla driver walked away from the crash and was taken to a hospital, and the freeway was temporarily closed.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Several families residing in RVs near San Francisco’s Lake Merced Park have returned to an area they previously inhabited on Winston Drive after city officials \u003ca href=\"https://www.kqed.org/news/11999643/unhoused-san-francisco-rv-families-forced-to-move-yet-again-with-nowhere-to-go\">began trying to boot them from a road adjacent to the San Francisco Zoo late last week\u003c/a>. Many of those families had moved to Zoo Road just the week prior — after having been cleared from Winston Drive.\u003c/p>\n\u003cp>This latest shuffle follows several years of \u003ca href=\"https://www.kqed.org/news/11970299/city-delays-parking-restrictions-near-sf-state-offering-brief-reprieve-to-rv-community\">unsuccessful attempts\u003c/a> to find a safe parking space or other housing for dozens of immigrant families living in cars and RVs on Winston Drive behind Stonestown Galleria.\u003c/p>\n\u003cp>“Evicting these families before they have secured housing is not only inhumane but counterproductive,” said Jennifer Friedenbach, executive director of the Coalition on Homelessness, in a statement. “We urge the city to take down the tow-away signs [on Zoo Road] and halt the eviction to ensure that these families can transition into long term housing without unnecessary trauma.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Earlier this year, San Francisco began \u003ca href=\"https://www.kqed.org/news/11983146/san-franciscos-new-parking-rules-set-to-displace-rv-community-near-sf-state\">enforcing four-hour parking restrictions\u003c/a> along Winston Drive. Families were recently told they could park at the Zoo Road site, near the Pomeroy Recreation & Rehabilitation Center, when parking enforcement began. However, the city also began receiving complaints about the RVs in the new location.\u003c/p>\n\u003cp>City officials issued notices to vacate Zoo Road late last week. Then, on Tuesday, the San Francisco Municipal Transportation Agency posted signs warning that the RVs would be towed if not removed before midnight, causing residents to scramble and move yet again. Now, dozens of RVs line Lake Merced Boulevard near Winston Drive.\u003c/p>\n\u003cp>“They have had no sleep, they’re stressed out, they’re scared, and they’re traumatized from all of what they have been experiencing. They’re being pushed from one place to another,” said Yessica Hernandez, a housing justice organizer with the Coalition on Homelessness.\u003c/p>\n\u003cp>[aside label='Related Coverage' tag='homelessness']\u003c/p>\n\u003cp>The city offered housing to some of the families living on Zoo Road, advocates said. Around 20 households agreed to the city’s housing offers, which range from shelter beds to subsidies on rent.\u003c/p>\n\u003cp>However, while the housing applications are processed, the city’s order to vacate Zoo Road remains, concerning residents who don’t know where to go in the interim.\u003c/p>\n\u003cp>Advocates are also concerned that the latest enforcement has split up the tight-knit community of families at Zoo Road, which are made up of majority Latino, non-English speaking immigrants and their children. Outreach workers with La Raza Community Resource Center previously told KQED that they estimate about 50 children live in the community.\u003c/p>\n\u003cp>Advocates say the back and forth and threats of towing, eviction or fines have made it increasingly difficult for the families to move forward.\u003c/p>\n\u003cp>“This is a community of families who are working but can’t afford to pay rent in San Francisco, and they are looking for some help from the city to find the stability that they need,” Hernandez said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Several families residing in RVs near San Francisco’s Lake Merced Park have returned to an area they previously inhabited on Winston Drive after city officials \u003ca href=\"https://www.kqed.org/news/11999643/unhoused-san-francisco-rv-families-forced-to-move-yet-again-with-nowhere-to-go\">began trying to boot them from a road adjacent to the San Francisco Zoo late last week\u003c/a>. Many of those families had moved to Zoo Road just the week prior — after having been cleared from Winston Drive.\u003c/p>\n\u003cp>This latest shuffle follows several years of \u003ca href=\"https://www.kqed.org/news/11970299/city-delays-parking-restrictions-near-sf-state-offering-brief-reprieve-to-rv-community\">unsuccessful attempts\u003c/a> to find a safe parking space or other housing for dozens of immigrant families living in cars and RVs on Winston Drive behind Stonestown Galleria.\u003c/p>\n\u003cp>“Evicting these families before they have secured housing is not only inhumane but counterproductive,” said Jennifer Friedenbach, executive director of the Coalition on Homelessness, in a statement. “We urge the city to take down the tow-away signs [on Zoo Road] and halt the eviction to ensure that these families can transition into long term housing without unnecessary trauma.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The city offered housing to some of the families living on Zoo Road, advocates said. Around 20 households agreed to the city’s housing offers, which range from shelter beds to subsidies on rent.\u003c/p>\n\u003cp>However, while the housing applications are processed, the city’s order to vacate Zoo Road remains, concerning residents who don’t know where to go in the interim.\u003c/p>\n\u003cp>Advocates are also concerned that the latest enforcement has split up the tight-knit community of families at Zoo Road, which are made up of majority Latino, non-English speaking immigrants and their children. Outreach workers with La Raza Community Resource Center previously told KQED that they estimate about 50 children live in the community.\u003c/p>\n\u003cp>Advocates say the back and forth and threats of towing, eviction or fines have made it increasingly difficult for the families to move forward.\u003c/p>\n\u003cp>“This is a community of families who are working but can’t afford to pay rent in San Francisco, and they are looking for some help from the city to find the stability that they need,” Hernandez said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Oakland firefighters searched for 40 minutes before they found the source of a July 27 electrical fire at one of BART’s downtown Oakland stations, uncertainty that contributed to an hourlong delay in evacuating hundreds of passengers from two trains that had been forced to stop in the area.\u003c/p>\n\u003cp>The fire, which involved a 56-year-old piece of electrical equipment at 12th Street, shut down service between the MacArthur, Coliseum and West Oakland stops. In fact, trains are still running at slower-than-normal speeds through areas near downtown Oakland.\u003c/p>\n\u003cp>The incident is among several this year in which BART has suffered significant service disruptions due to a variety of system failures, the latest involving a computer network crash that halted service to service through Hayward and Fremont for more than eight hours on Thursday.\u003c/p>\n\u003cp>The California Public Utilities Commission said its Rail Transit Safety Branch is investigating the cause of the fire.\u003c/p>\n\u003cp>BART Deputy General Manager Michael Jones said in an agency memorandum obtained by KQED that the incident began about 4:50 p.m. July 27, a Saturday, when the system carried significantly fewer passengers than it would have on a weekday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Jones said the fire broke out in a room containing train control equipment and a gap breaker, a piece of electrical equipment that regulates power to the system’s third rail. Loss of the gap breaker at that location meant BART had no way of feeding continuous power to the rail in central Oakland.\u003c/p>\n\u003cp>The effects of the fire were immediately visible inside and outside the station. Oakland firefighters responding to a medical call just outside the 12th Street Station reported seeing smoke at 4:59 p.m., and the department sent as many as a dozen units and more than 50 firefighters to the scene.\u003c/p>\n\u003cp>Fire Department spokesperson Michael Hunt said the first firefighters arrived on the scene in just over a minute.\u003c/p>\n\u003cp>“Our biggest priority was evacuating people safely from the trains that were stopped on the tracks,” Hunt said.\u003c/p>\n\u003cp>One train, No. 225, was stopped between 12th Street and Lake Merritt stations. The other, Train 451, was halted between 12th Street and 19th Street.[aside label=\"More BART Stories\" tag=\"bart\"]\u003c/p>\n\u003cp>According to BART dispatch audio \u003ca href=\"https://x.com/Bartfare/status/1817350442365677956\">streamed live during the incident on social media\u003c/a>, the process of getting passengers off the trains was slowed for nearly an hour by uncertainty about whether it was safe to evacuate and whether it was possible to move the stopped trains with first responders on the tracks looking for the source of the fire.\u003c/p>\n\u003cp>Half an hour into the incident, the operator of Train 225 asked BART’s central control center about firefighters in the tunnel near his train.\u003c/p>\n\u003cp>“The Fire Department walked off toward the rear of my train, I do not have eyes on them,” the operator said in audio streamed live on social media company X by an account called \u003ca href=\"https://x.com/Bartfare\">BART Fare Evaders\u003c/a>. “Are you sending them back to help with the evacuation, or should I start now?”\u003c/p>\n\u003cp>“No word from the Fire Department,” a train controller answered. “I believe they are all assessing the situation at this time. (Trains) 225 and 451, be advised we have BART police and Fire Department personnel in all tracks between 19th Street and Lake Merritt stations. We are waiting for the Fire Department to confirm and BART police to confirm when it’s time to evacuate.”\u003c/p>\n\u003cp>“There is way too much smoke here where I am to evacuate in this tunnel,” the operator of Train 451 responded. “This train’s going to have to move back to 19th Street somehow. I stuck my head out the window just now to gauge, see how much smoke there was, and it’s way too much.”\u003c/p>\n\u003cp>Twenty minutes later, the operator of Train 451 told the BART controller, “The firefighters want to see if we can move the train back to 19th Street. They want to evacuate, and I’ve got two of them at the window asking us to move the train.”\u003c/p>\n\u003cp>The controller answered that moving the train was impossible because personnel were on the tracks elsewhere.\u003c/p>\n\u003cp>BART finally allowed the operators to begin evacuating their passengers at 5:48 p.m., 58 minutes after the incident began. It took another 25 minutes before the train operators confirmed that all passengers, including one in a wheelchair, had been safely offboarded.\u003c/p>\n\u003cp>By that time, Oakland Fire spokesperson Hunt said, firefighters had finally located the source of the smoke in a room at the south end of the 12th Street Station.\u003c/p>\n\u003cp>“It took upwards of 40 minutes to locate the room where the fire had occurred,” he said. “At that point, the fire was essentially out. We put some water on it, had crews go in with gear on, but the fire had basically extinguished itself by that time.”[aside label=\"Transportation Stories\" tag=\"transportation\"]\u003c/p>\n\u003cp>BART spokesperson Anna Duckworth said the damaged gap breaker at 12th Street was installed in 1968, four years before BART operated its first paid service. The breaker is one of 47 such devices stationed throughout the 131-mile transit network, funneling electricity from BART’s power supply to sections of third rail.\u003c/p>\n\u003cp>“We don’t know if age had something to do with the fire,” Duckworth said. “That’s something we’re looking at.” She added that the damaged breaker was one of 17 that the agency had already been working on replacing.\u003c/p>\n\u003cp>Jones, the agency’s deputy GM, acknowledged in his July 30 memo that the fire and loss of electrical power had a lasting effect on service. BART was unable to run all five of its lines until three days later, and even then, trains were forced to slow dramatically as they passed through central Oakland.\u003c/p>\n\u003cp>“We understand the impacts the current service has on passengers being on-time, making timed connections and their overall customer experience,” Jones wrote.\u003c/p>\n\u003cp>BART said trains continue to run at a slightly slower speed as repair work continues. The agency still has no estimate for when repairs might be complete.\u003c/p>\n\u003cp>The fire is among several incidents that have caused major delays on parts of the BART system this summer:\u003c/p>\n\u003cp>\u003cb>June 23\u003c/b>: A series of train breakdowns and track problems near West Oakland led to four hours of major delays.\u003c/p>\n\u003cp>\u003cb>June 26: \u003c/b>A rail maintenance vehicle derailed near 19th Street in downtown Oakland, forcing the agency to suspend service on its Red Line (Richmond-SFO/Millbrae) and causing major delays.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>\u003cb>Aug. 8: \u003c/b>A network computer problem partially disabled BART’s train control system and shut down regular service on the Green Line (Berryessa-Daly City) and Orange Line (Richmond-Berryessa) for more than eight hours.\u003c/p>\n\n",
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"excerpt": "Uncertainty about source of smoke filling the tunnel on July 27 contributed to an hourlong wait for passengers stuck on two trains near 12th Street Station.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland firefighters searched for 40 minutes before they found the source of a July 27 electrical fire at one of BART’s downtown Oakland stations, uncertainty that contributed to an hourlong delay in evacuating hundreds of passengers from two trains that had been forced to stop in the area.\u003c/p>\n\u003cp>The fire, which involved a 56-year-old piece of electrical equipment at 12th Street, shut down service between the MacArthur, Coliseum and West Oakland stops. In fact, trains are still running at slower-than-normal speeds through areas near downtown Oakland.\u003c/p>\n\u003cp>The incident is among several this year in which BART has suffered significant service disruptions due to a variety of system failures, the latest involving a computer network crash that halted service to service through Hayward and Fremont for more than eight hours on Thursday.\u003c/p>\n\u003cp>The California Public Utilities Commission said its Rail Transit Safety Branch is investigating the cause of the fire.\u003c/p>\n\u003cp>BART Deputy General Manager Michael Jones said in an agency memorandum obtained by KQED that the incident began about 4:50 p.m. July 27, a Saturday, when the system carried significantly fewer passengers than it would have on a weekday.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Jones said the fire broke out in a room containing train control equipment and a gap breaker, a piece of electrical equipment that regulates power to the system’s third rail. Loss of the gap breaker at that location meant BART had no way of feeding continuous power to the rail in central Oakland.\u003c/p>\n\u003cp>The effects of the fire were immediately visible inside and outside the station. Oakland firefighters responding to a medical call just outside the 12th Street Station reported seeing smoke at 4:59 p.m., and the department sent as many as a dozen units and more than 50 firefighters to the scene.\u003c/p>\n\u003cp>Fire Department spokesperson Michael Hunt said the first firefighters arrived on the scene in just over a minute.\u003c/p>\n\u003cp>“Our biggest priority was evacuating people safely from the trains that were stopped on the tracks,” Hunt said.\u003c/p>\n\u003cp>One train, No. 225, was stopped between 12th Street and Lake Merritt stations. The other, Train 451, was halted between 12th Street and 19th Street.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>According to BART dispatch audio \u003ca href=\"https://x.com/Bartfare/status/1817350442365677956\">streamed live during the incident on social media\u003c/a>, the process of getting passengers off the trains was slowed for nearly an hour by uncertainty about whether it was safe to evacuate and whether it was possible to move the stopped trains with first responders on the tracks looking for the source of the fire.\u003c/p>\n\u003cp>Half an hour into the incident, the operator of Train 225 asked BART’s central control center about firefighters in the tunnel near his train.\u003c/p>\n\u003cp>“The Fire Department walked off toward the rear of my train, I do not have eyes on them,” the operator said in audio streamed live on social media company X by an account called \u003ca href=\"https://x.com/Bartfare\">BART Fare Evaders\u003c/a>. “Are you sending them back to help with the evacuation, or should I start now?”\u003c/p>\n\u003cp>“No word from the Fire Department,” a train controller answered. “I believe they are all assessing the situation at this time. (Trains) 225 and 451, be advised we have BART police and Fire Department personnel in all tracks between 19th Street and Lake Merritt stations. We are waiting for the Fire Department to confirm and BART police to confirm when it’s time to evacuate.”\u003c/p>\n\u003cp>“There is way too much smoke here where I am to evacuate in this tunnel,” the operator of Train 451 responded. “This train’s going to have to move back to 19th Street somehow. I stuck my head out the window just now to gauge, see how much smoke there was, and it’s way too much.”\u003c/p>\n\u003cp>Twenty minutes later, the operator of Train 451 told the BART controller, “The firefighters want to see if we can move the train back to 19th Street. They want to evacuate, and I’ve got two of them at the window asking us to move the train.”\u003c/p>\n\u003cp>The controller answered that moving the train was impossible because personnel were on the tracks elsewhere.\u003c/p>\n\u003cp>BART finally allowed the operators to begin evacuating their passengers at 5:48 p.m., 58 minutes after the incident began. It took another 25 minutes before the train operators confirmed that all passengers, including one in a wheelchair, had been safely offboarded.\u003c/p>\n\u003cp>By that time, Oakland Fire spokesperson Hunt said, firefighters had finally located the source of the smoke in a room at the south end of the 12th Street Station.\u003c/p>\n\u003cp>“It took upwards of 40 minutes to locate the room where the fire had occurred,” he said. “At that point, the fire was essentially out. We put some water on it, had crews go in with gear on, but the fire had basically extinguished itself by that time.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>BART spokesperson Anna Duckworth said the damaged gap breaker at 12th Street was installed in 1968, four years before BART operated its first paid service. The breaker is one of 47 such devices stationed throughout the 131-mile transit network, funneling electricity from BART’s power supply to sections of third rail.\u003c/p>\n\u003cp>“We don’t know if age had something to do with the fire,” Duckworth said. “That’s something we’re looking at.” She added that the damaged breaker was one of 17 that the agency had already been working on replacing.\u003c/p>\n\u003cp>Jones, the agency’s deputy GM, acknowledged in his July 30 memo that the fire and loss of electrical power had a lasting effect on service. BART was unable to run all five of its lines until three days later, and even then, trains were forced to slow dramatically as they passed through central Oakland.\u003c/p>\n\u003cp>“We understand the impacts the current service has on passengers being on-time, making timed connections and their overall customer experience,” Jones wrote.\u003c/p>\n\u003cp>BART said trains continue to run at a slightly slower speed as repair work continues. The agency still has no estimate for when repairs might be complete.\u003c/p>\n\u003cp>The fire is among several incidents that have caused major delays on parts of the BART system this summer:\u003c/p>\n\u003cp>\u003cb>June 23\u003c/b>: A series of train breakdowns and track problems near West Oakland led to four hours of major delays.\u003c/p>\n\u003cp>\u003cb>June 26: \u003c/b>A rail maintenance vehicle derailed near 19th Street in downtown Oakland, forcing the agency to suspend service on its Red Line (Richmond-SFO/Millbrae) and causing major delays.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cb>Aug. 8: \u003c/b>A network computer problem partially disabled BART’s train control system and shut down regular service on the Green Line (Berryessa-Daly City) and Orange Line (Richmond-Berryessa) for more than eight hours.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"#episode-transcript\">\u003ci>View the full episode transcript.\u003c/i>\u003c/a>\u003c/p>\n\u003cp>You may have heard some horror stories about electric vehicle charging — long lines, lengthy waits, broken units. Sometimes even\u003cem> finding \u003c/em>a charging station is a challenge. When your car’s low on charge but no charger is available, it’s stressful. Maybe you’re halfway between San Francisco and Los Angeles and you’re stuck waiting.\u003c/p>\n\u003cp>That’s one of the big things stopping Bay Curious listener Kelly Lindberg from buying an electric car right now.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“I’m hoping that by 2030, between having some years to save up and the technology getting better and cheaper, maybe that’s around the time [it] could work for our family,” she said.\u003c/p>\n\u003cp>In the meantime, Lindberg has an idea to help alleviate the charging congestion. She’s noticed a lot of empty former gas station sites around her neighborhood in Oakland and wondered, “Would it be a good idea to turn some of these spaces into electric car charging stations?”\u003c/p>\n\u003cp>In 2020, Gov. Gavin Newsom set a goal for the state to ban the sale of new gas-powered vehicles by the year 2035. So even if you’ve got a gas-powered car, and this isn’t a problem you’re facing currently, it may be soon.\u003c/p>\n\u003ch2>\u003cstrong>How to set up a charging station\u003c/strong>\u003c/h2>\n\u003cp>To find out what goes into installing a new charging station, I met up with Jonah Eidus, who oversees real estate development for electric car charging company EVgo. The company has hundreds of charging stalls across the Bay Area and thousands across the country.\u003c/p>\n\u003cp>“In general, when we’re installing new chargers, we’re looking to be in high-traffic areas where the chargers will be used for about 15 to 45 minutes,” Eidus said. “And that means we also want to have amenities nearby so people have something to do during those 15 to 45 minutes.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since charging your car takes longer than pumping gas, stations are designed with the surroundings in mind. They aim to install stations in the parking lot of a Safeway, for example, or close to a coffee shop.\u003c/p>\n\u003cp>There are many other considerations too, Eidus said, including the availability of parking stalls. Is there enough space for many cars to park? The goal, after all, is to build as many charging stalls per site as possible.\u003c/p>\n\u003cp>Does the site integrate well into the electrical grid? The product they are ultimately selling is electricity, so they have to make sure that a site \u003cem>has \u003c/em>the electricity to sell at an affordable price.\u003c/p>\n\u003cp>Additionally, is the charging station set up near those who need it most, including those who live in apartment complexes and don’t have the option to charge from their own garage? There are also city zoning regulations and safety considerations to take into account.\u003c/p>\n\u003cp>That’s not even half of what goes into establishing a charging site. In fact, EVgo has a mapping algorithm that integrates 27 different factors.\u003c/p>\n\u003cp>“Suffice to say, it is a fairly sophisticated process that we go through,” Eidus said. “When a site goes live, a lot of thought and a lot of data has gone into the decision to build that site.”\u003c/p>\n\u003ch2>\u003cstrong>Improving reliability and keeping up with demand\u003c/strong>\u003c/h2>\n\u003cp>California — particularly the Bay Area — \u003ca href=\"https://www.nytimes.com/2024/03/12/us/bay-area-electric-vehicles.html\">leads the nation\u003c/a> in electric vehicle adoption. To meet that growing demand, California has to build 1 million new chargers by the end of 2030, \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=52\">according to the state’s own projections (PDF)\u003c/a>. Some experts say \u003ca href=\"https://calmatters.org/environment/climate-change/2024/07/california-electric-car-chargers-unrealistic-goals/\">that’s not feasible\u003c/a>.\u003c/p>\n\u003cp>“I would say we’re tight on the number of chargers,” said Carleen Cullen, co-founder of the environmental nonprofit Cool the Earth and a former transportation advisor to Gov. Newsom.\u003c/p>\n\u003cp>Not only are they in short supply, the ones we do have are not always reliable, Cullen said. She helped conduct a study a few years ago to test the reliability of charging stations in the Bay Area and found that a quarter of them weren’t functional, meaning the screens were broken, the payment system didn’t work or the equipment was flawed.\u003c/p>\n\u003cp>Cullen said while the infrastructure has improved a lot since then, there’s still not enough of it — despite the fact that \u003ca href=\"https://smartasset.com/data-studies/ev-chargers-2023\">California is outpacing other states\u003c/a> in both EV adoption and infrastructure. And in order to reach Newsom’s goal, we need consumers, charging companies, EV manufacturers, local governments and utility companies to work together, Cullen said.\u003c/p>\n\u003cp>“We need to move the adoption of EVs forward, we need to move the number of charging ports available as well, and we need to move the grid capacity as well,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11999354\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999354\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Tashinda Richardson of Oakland plugs in her rented electric vehicle at an EVgo Fast Charging station in Oakland on Jan. 29. Richardson said it can be hard to find a charger when she needs one. Sometimes, she said, chargers won’t work or the plug will get stuck in the car. \u003ccite>(Kathryn Styer Martínez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A big hold-up right now, according to Cullen, lies with PG&E.\u003c/p>\n\u003cp>“There’s a huge lag time between when the charging station vendor requests the power and when PG&E actually delivers it,” she said.\u003c/p>\n\u003cp>For a charging station to operate, it needs to be hooked up to the power grid. That’s where PG&E comes in. And they won’t just let you set up a charging station anywhere. They have to be able to deliver enough power to that site.\u003c/p>\n\u003cp>Is the section of the grid you’re trying to connect to also connected to a big manufacturing plant, for example? Are your neighbors using a lot of electricity during certain times of the day? Then the available power is likely spoken for. Does that portion of the grid rely heavily on solar power? Then the chargers may not work when the sun goes down.\u003c/p>\n\u003cp>“We have over 600,000 EVs in our service territory. And we’ve seen EV adoption grow at about 26% of the compound annual growth rate over the last few years. That’s a significant amount of load that we’re seeing on the system,” said David Almeida, a manager within PG&E’s clean energy transportation group.\u003c/p>\n\u003cp>Almeida said the utility company underestimated electricity demand, and as a result, it doesn’t have the infrastructure to support the rapidly growing EV industry right now.\u003c/p>\n\u003cp>But they’re working on it.\u003c/p>\n\u003cp>“We are building out a forecast that doesn’t look at necessarily just historical load, but it looks at where we anticipate load growth,” he said.\u003c/p>\n\u003cp>The goal is to make electric car charging stations faster to build and more reliable once they’re up and running.\u003c/p>\n\u003cp>Despite all the work needed to bolster this transportation system overhaul, Almeida said it’s ultimately worth it.\u003c/p>\n\u003cp>Right now, California’s transportation system is by far the \u003ca href=\"https://ww2.arb.ca.gov/ghg-inventory-data\">largest contributor\u003c/a> to our greenhouse gas emissions. Transitioning away from gas-powered cars is critical to mitigating the impacts of climate change, and EVs are already helping to do that.\u003c/p>\n\u003cp>A recent \u003ca href=\"https://pubs.acs.org/doi/10.1021/acs.est.3c09642\">study\u003c/a> by scientists at UC Berkeley showed EV adoption in the Bay Area has already reduced our carbon emissions by almost 2%.\u003c/p>\n\u003cp>“I’ve been a believer from the very beginning,” Almeida said. “And it’s just very cool to see a lot of this prove out.”\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>I’m Olivia Allen-Price. This is Bay curious. And today we’re going on a little road trip.\u003c/p>\n\u003cp>\u003cem>Sounds of a car driving\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Here we go. So we are driving around San Francisco in my Volkswagen E-golf, and it’s an electric vehicle. And we’re looking for a place to charge. And I’m here with Dana Cronin.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And how do you normally find a place to charge in the city?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> It’s pretty rare that I have to find a place to charge because I mostly charge at home. But when I do have to find a place, I pull up an app on my phone and …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Safely, of course, pulled over by the side of the road.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Exactly. Let’s actually pull over real quick up here.\u003c/p>\n\u003cp>(sound of car decelerating)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Okay, so I pull up this app on my phone and what it does is it loads all sorts of different chargers that are nearby that are owned by all sorts of different companies. The numbers mean how many charging stations are in each of these locations. Of the one that’s nearby, it looks like one is out of service; four are currently being used … but looks like one is available.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> 0.2 miles away. That’s not too bad.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Yeah, let’s give it a shot. Okay, so the charger is somewhere in this enormous parking lot.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> You know that there’s a spot open right now because of your app, right? Or is it possible that it’s there but someone’s using it?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> I would … I would say I don’t feel 100% confident based on the app.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> There’s a line of Teslas.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>So, let’s go and see if the non-Tesla chargers are near the Tesla ones, too. Oh, and here we are to the right. … This is also Tesla charging. Just kidding.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We drove around the parking lot for a while but then finally found the chargers.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> So, it’s full. (laughs)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> There was a little dispute with another customer over who was there first. It was totally us, but we let it go. Eventually, another stall opened up.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Charging port here, plug it in and it looks like this one gives me the option to pay by the EVgo app, or I can pay by credit card, which is actually great. It does not seem … Oh, there we go, there we go. Okay, let’s remove the card … (pause) authorization declined. I will try a different card payment. (pause) Authorized!\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Step one: Complete! (laughing)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Step 7,962: pay for the charging. (laughing)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Generally, I would say this was not super easy, and yet it’s pretty much totally full.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price\u003c/strong>: Yeah, I mean, it’s not easy. I feel really lucky most of the time. I charge at home because it is, you know, it’s a pain and it’s a little stressful, especially if you are really low on charge. Like I’ve been in situations where I’m really sweating it out because I go to one charging station and like the screen is broken or the Wi-Fi isn’t working, or sometimes they’ll have these in paid parking garages and they don’t tell you that. And it’s like $30 just to get in the garage.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Like it feels like you do have to have an at-home charger right now for this to be convenient and conducive to your lifestyle. Like, I can’t imagine, like fully relying on this, you know. I, for one, will probably just stick with my Subaru for now. My gas-powered Subaru, for now.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> On today’s episode of Bay Curious, we dive into the world of electric vehicles. I love driving mine, but as you saw, it’s not perfect. California currently dominates the EV market, and the state has a lofty goal of banning the sale of new gas-powered vehicles by 2035. So if you’re not driving an EV yet, you may be soon. Is your community set up for it? Is the Bay area’s current infrastructure matching up with the demand? We’ll get into all that just after a quick break.\u003c/p>\n\u003cp>\u003cem>SPONSOR\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>For this episode, I’m tossing to my co-pilot … reporter Dana Cronin … to explain what’s going on with the Bay Area’s EV infrastructure.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Like a lot of Bay Area residents … maybe you included … I want my next car to be electric. But if my 2012 Subaru Outback died tomorrow … I’m not sure I’d be ready to make the switch. Especially after that drive with Olivia.\u003c/p>\n\u003cp>Bay Curious listener Kelly Lindberg … feels the same way.\u003c/p>\n\u003cp>\u003cstrong>Kelly Lindberg:\u003c/strong> You hear those stories in the news sometimes about, like, the drive between, like, Las Vegas and Los Angeles. You know, people going in their Teslas and having a super long line at the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Kelly works for a climate startup accelerator, and she’s thought, “There’s gotta be a solution to this problem.”\u003c/p>\n\u003cp>One came to her… as she was driving through her neighborhood in Oakland. She’s noticed a lot of abandoned gas stations around.\u003c/p>\n\u003cp>\u003cstrong>Kelly Lindberg:\u003c/strong> Would it be a good idea to maybe turn some of these spaces into electric car charging stations?\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>I mean … sounds like a good idea to me. I, too, live in Oakland and have noticed quite a few empty lots. Whether they’re former gas stations, convenience stores, or storefronts … it seems like there’s plenty of empty space for charging stations to set up shop.\u003c/p>\n\u003cp>But, to do that, you first need a charging company. So, I met with one.\u003c/p>\n\u003cp>(sounds of loud road noise)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Jonah Eidus is wearing a navy-logoed polo and is parked at an EVgo charging station. He oversees EVgo’s real estate department.\u003c/p>\n\u003cp>EVgo has hundreds of charging stalls in the Bay Area … the one we’re meeting at is in Oakland’s Fruitvale neighborhood … right off of 580 on Fruitvale Avenue. It’s set up at a Shell gas station.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> So this site is an eight-stall, fast-charging site, capable of delivering up to 350 kW to each car. And it is definitely one of the more popular stations in Oakland.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>That’s enough to charge most modern EVs in less than 20 minutes. And it is popular! Over the course of our interview … all eight stalls were full almost the whole time.\u003c/p>\n\u003cp>Without wasting any time, I posed Kelly’s question. Could empty lots and gas stations near her house get setups like this one?\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> In general, when we’re installing new chargers, we’re looking to be in high-traffic areas where the chargers will be used for about 15 to 45 minutes. And that means we also want to have amenities nearby so people have something to do during those 15 to 45 minutes.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>It takes longer to charge your car’s battery than it does to pump gas. So this charging station, for example, is right next to a Peet’s Coffee and a Farmer Joe’s grocery store. A perfect place to run some errands while you wait.\u003c/p>\n\u003cp>As we’re talking, Dave Robinson drives up in his brand new 2023 KIA EV6, backs into a stall, and plugs in.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>What do you plan to do while you wait?\u003c/p>\n\u003cp>\u003cstrong>Dave Robinson:\u003c/strong> Just hang out. You know, if it’s going to be a while, there’s coffee shops and everything else around. So it’s easy.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Convenience! It’s a big factor in selecting a charging site, Jonah says. But there are lots of other factors, too.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus: \u003c/strong>Availability of parking stalls, grid interconnection, forecasted charging demand, electricity rates and importantly, multifamily housing density nearby the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>OK … let’s take those one at a time.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> Availability of parking stalls …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Meaning … is there enough space for cars to park here? The goal is to build as many charging stalls as possible per site.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … grid interconnection …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>This one is super important. Because after all, the product they are ultimately selling … is electricity. And they need to make sure that a specific site HAS the electricity to sell\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … forecasted charging demand … electricity rates …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>How many customers do they expect, and how much will those customers have to pay to charge? The cost of electricity can \u003cem>literally \u003c/em>vary block to block.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And … EVGo is a for-profit company after all … so it needs to pencil out.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … and importantly, multifamily housing density nearby the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Is the charging station set up near those who need it the most? Those who live in apartment complexes, for example, don’t have the option to charge from their own garage.\u003c/p>\n\u003cp>That’s not even \u003cem>half \u003c/em>the considerations that go into establishing a charging site. There’s also things like a city’s zoning regulations … and safety considerations.\u003c/p>\n\u003cp>In fact, EVgo has a mapping algorithm that integrates 27 different factors.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus: \u003c/strong>Suffice to say, it is a fairly sophisticated process that we go through. And when a site goes live, a lot of thought and a lot of data has gone into the decision to build that site.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Jonah couldn’t say exactly whether the specific abandoned gas stations in Kelly’s neighborhood could be converted to charging sites … I guess that’s a question for the algorithm.\u003c/p>\n\u003cp>(music)\u003c/p>\n\u003cp>\u003cem> \u003c/em>So that’s how companies choose specific charging sites … and avoid others.\u003c/p>\n\u003cp>But at the \u003cem>heart \u003c/em>of Kelly’s question … is a bigger question. Clearly, we need MORE charging stations … whether at abandoned gas stations … or near coffee shops and grocery stores. So … why hasn’t the electric vehicle charging infrastructure kept up with demand?\u003c/p>\n\u003cp>To answer that question, I met up with Carleen Cullen. She’s the co-founder of the environmental nonprofit Cool the Earth and a former transportation advisor to Governor Newsom.\u003c/p>\n\u003cp>(sounds of a busy parking lot)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>We meet up at another charging station … this one in the parking lot of a Safeway in Mill Valley. We’re chatting next to Carleen’s Chevy Bolt … which is parked in a stall, ready to charge … when, all of a sudden, another EV driver pulls up behind us and asks how long we plan to be.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>I guess that’s part of the challenge is that there’s so few chargers that we have someone waiting on us here waiting for a charge, somewhat impatiently. So we’re going to go ahead and get charging.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen:\u003c/strong> Let’s get started.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Carleen swipes her credit card, pulls the charger around to her car, plugs in, and it starts charging.\u003c/p>\n\u003cp>(sound of the high-pitched hum from the charger)\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>So when you hear that great hum, you know that that’s happening.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Carleen is somewhat of an electric vehicle evangelist … an E-V-vangelist … if you will. Half the time we spent together I felt like I was in an EV infomercial. But she’s not naive. She knows the current infrastructure is flawed. In fact, she did a study a few years ago where she tested the reliability of charging stations in the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>And we found that about a quarter of the stations in the Bay area weren’t functional.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Meaning the screens were broken or the payment system didn’t work or the equipment was flawed. She says the infrastructure has improved a lot since then, but there’s still not enough of it.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>I would say we’re tight on the number of chargers. Yeah, we’re definitely tight.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And that’s in part because … what we’re talking about here … is a MAJOR overhaul of an entire transportation system. In 2020, Governor Newsom set a goal to ban the sale of new gas-powered vehicles in California by the year 2035. And California is outpacing other states in both EV adoption and infrastructure by a long shot. We have more chargers than any other state. But in order to reach that lofty goal … Carleen says we need three things:\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen:\u003c/strong> We need to move the adoption of EVs forward. We need to move the number of charging ports available as well, and we need to move the grid capacity as well.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>These things all have to happen simultaneously. Consumers, charging companies, EV manufacturers, utility companies, local governments … everyone has to work in concert for this to work. Carleen says, right now, the utility companies aren’t necessarily pulling their weight.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>There’s a huge lag time between when the station, the charging station vendor requests the power and when PG&E actually delivers it.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>For a charging station to operate, it needs to be hooked up to our power grid. That’s where PG&E comes in. And they won’t just let you set up a charging station ANYWHERE. They have to be able to deliver enough power to that site.\u003c/p>\n\u003cp>Is the section of the grid you’re trying to connect to also connected to a big manufacturing plant … for example? Are your neighbors using a lot of electricity during certain times of the day? Then the available power is likely spoken for. Does that portion of the grid rely heavily on solar power? Then the chargers may not work when the sun goes down.\u003c/p>\n\u003cp>These are critical considerations, says David Almeida … a manager within PG&E’s clean energy transportation group. And he says Carleen’s critique is fair. He says, yes, the utility is definitely still playing catch-up.\u003c/p>\n\u003cp>\u003cstrong>David Almeida:\u003c/strong> So we have over 600,000 EVs in our service territory. And we’ve seen EV adoption grow at about 26% of the compound annual growth rate over the last few years. That’s a significant amount of load that we’re seeing on the system.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>He also says … they didn’t plan for that increased demand for electricity. In fact, they UNDERestimated it … and, as a result, they don’t have the infrastructure to support it right now.\u003c/p>\n\u003cp>But, he says, they’re working on it.\u003c/p>\n\u003cp>\u003cstrong>David Almeida: \u003c/strong>We are building out a forecast that doesn’t look at necessarily just historical load, but it looks at where we anticipate load growth.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>He says their goal is to make electric car charging stations faster to build and more reliable once they’re up and running.\u003c/p>\n\u003cp>\u003cem>Music\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>This all sounds like a lot of work. Overhauling our entire state’s transportation system … building thousands and thousands of new charging stations … getting utility companies on board … I’m exhausted just thinking about it.\u003c/p>\n\u003cp>But it’s important to remember WHY we’re doing this. Right now, California’s transportation system is BY FAR the largest contributor to our greenhouse gas emissions. Transitioning away from gas-powered cars is critical to mitigating the impacts of climate change.\u003c/p>\n\u003cp>And Evs are already helping to do that.\u003c/p>\n\u003cp>A recent study by scientists at UC Berkeley showed EV adoption in the Bay Area has already reduced our carbon emissions by almost 2 percent.\u003c/p>\n\u003cp>Now, obviously, to keep up that progress … the system has to work for EVERYONE. And I’m not sure we’re there yet.\u003c/p>\n\u003cp>\u003cem>Music sneaks in\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> What do you think, Olivia? Any more sympathy for the cause?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> You know, yeah. I didn’t realize there were so many hurdles to getting new charging stations online. I feel really lucky that I am able to charge my car at home and so this isn’t an issue I have to deal with very often. But for folks who can’t charge overnight where they live — that’s a huge hurdle. And I’m sure it’s a non-starter for some people! It’s got to get better.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Yeah … 2035 is not THAT far away … and if we’re gonna reach that goal, we’re going to need more charging stations.\u003c/p>\n\u003cp>I’m kind of hoping my Subaru lasts just a couple more years …\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Dana Cronin — thank you!\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Thank you.\u003c/p>\n\u003cp>\u003cem>Music\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>That was KQED’s Dana Cronin.\u003c/p>\n\u003cp>This story would not have been possible without our question-asker, Kelly Lindberg. That’s because you, our dear audience, decide what we cover by submitting questions — and then voting on which ones we should answer.\u003c/p>\n\u003cp>We have a new voting round-up at BayCurious.org with three enticing questions.\u003c/p>\n\u003cp>\u003cstrong>Voice 1:\u003c/strong> Why did Oakland International Airport become San Francisco Bay Oakland International Airport, giving us two very confusingly similar-sounding airports?\u003c/p>\n\u003cp>\u003cstrong>Voice 2:\u003c/strong> I remember going to the Berkeley dump, now Cesar Chavez Park, with my dad in the 1970s. It was pretty wild. It’d be really interesting to learn more about its evolution from dump to park.\u003c/p>\n\u003cp>\u003cstrong>Voice 3:\u003c/strong> I was walking my dog on Thornton Beach on the Daly City/SF border and found a really long tunnel coming out of the hillside around some abandoned piers. Any idea what it is?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Voting is so easy! Just grab your phone, pull up BayCurious.org, scroll to our voting round and click on your favorite question! No registering or emails or phone numbers or anything complicated. We try to make it easy on you.\u003c/p>\n\u003cp>Bay Curious is made by Ana De Almeida Amaral, Amanda Font, Olivia Allen-Price, Christopher Beale. Special thanks to Laura Klivans, Jen Chien, Katie Sprenger, Maha Sanad, Holly Kernan and the whole KQED Family.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>I’m Olivia Allen-Price.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"#episode-transcript\">\u003ci>View the full episode transcript.\u003c/i>\u003c/a>\u003c/p>\n\u003cp>You may have heard some horror stories about electric vehicle charging — long lines, lengthy waits, broken units. Sometimes even\u003cem> finding \u003c/em>a charging station is a challenge. When your car’s low on charge but no charger is available, it’s stressful. Maybe you’re halfway between San Francisco and Los Angeles and you’re stuck waiting.\u003c/p>\n\u003cp>That’s one of the big things stopping Bay Curious listener Kelly Lindberg from buying an electric car right now.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“I’m hoping that by 2030, between having some years to save up and the technology getting better and cheaper, maybe that’s around the time [it] could work for our family,” she said.\u003c/p>\n\u003cp>In the meantime, Lindberg has an idea to help alleviate the charging congestion. She’s noticed a lot of empty former gas station sites around her neighborhood in Oakland and wondered, “Would it be a good idea to turn some of these spaces into electric car charging stations?”\u003c/p>\n\u003cp>In 2020, Gov. Gavin Newsom set a goal for the state to ban the sale of new gas-powered vehicles by the year 2035. So even if you’ve got a gas-powered car, and this isn’t a problem you’re facing currently, it may be soon.\u003c/p>\n\u003ch2>\u003cstrong>How to set up a charging station\u003c/strong>\u003c/h2>\n\u003cp>To find out what goes into installing a new charging station, I met up with Jonah Eidus, who oversees real estate development for electric car charging company EVgo. The company has hundreds of charging stalls across the Bay Area and thousands across the country.\u003c/p>\n\u003cp>“In general, when we’re installing new chargers, we’re looking to be in high-traffic areas where the chargers will be used for about 15 to 45 minutes,” Eidus said. “And that means we also want to have amenities nearby so people have something to do during those 15 to 45 minutes.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since charging your car takes longer than pumping gas, stations are designed with the surroundings in mind. They aim to install stations in the parking lot of a Safeway, for example, or close to a coffee shop.\u003c/p>\n\u003cp>There are many other considerations too, Eidus said, including the availability of parking stalls. Is there enough space for many cars to park? The goal, after all, is to build as many charging stalls per site as possible.\u003c/p>\n\u003cp>Does the site integrate well into the electrical grid? The product they are ultimately selling is electricity, so they have to make sure that a site \u003cem>has \u003c/em>the electricity to sell at an affordable price.\u003c/p>\n\u003cp>Additionally, is the charging station set up near those who need it most, including those who live in apartment complexes and don’t have the option to charge from their own garage? There are also city zoning regulations and safety considerations to take into account.\u003c/p>\n\u003cp>That’s not even half of what goes into establishing a charging site. In fact, EVgo has a mapping algorithm that integrates 27 different factors.\u003c/p>\n\u003cp>“Suffice to say, it is a fairly sophisticated process that we go through,” Eidus said. “When a site goes live, a lot of thought and a lot of data has gone into the decision to build that site.”\u003c/p>\n\u003ch2>\u003cstrong>Improving reliability and keeping up with demand\u003c/strong>\u003c/h2>\n\u003cp>California — particularly the Bay Area — \u003ca href=\"https://www.nytimes.com/2024/03/12/us/bay-area-electric-vehicles.html\">leads the nation\u003c/a> in electric vehicle adoption. To meet that growing demand, California has to build 1 million new chargers by the end of 2030, \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=52\">according to the state’s own projections (PDF)\u003c/a>. Some experts say \u003ca href=\"https://calmatters.org/environment/climate-change/2024/07/california-electric-car-chargers-unrealistic-goals/\">that’s not feasible\u003c/a>.\u003c/p>\n\u003cp>“I would say we’re tight on the number of chargers,” said Carleen Cullen, co-founder of the environmental nonprofit Cool the Earth and a former transportation advisor to Gov. Newsom.\u003c/p>\n\u003cp>Not only are they in short supply, the ones we do have are not always reliable, Cullen said. She helped conduct a study a few years ago to test the reliability of charging stations in the Bay Area and found that a quarter of them weren’t functional, meaning the screens were broken, the payment system didn’t work or the equipment was flawed.\u003c/p>\n\u003cp>Cullen said while the infrastructure has improved a lot since then, there’s still not enough of it — despite the fact that \u003ca href=\"https://smartasset.com/data-studies/ev-chargers-2023\">California is outpacing other states\u003c/a> in both EV adoption and infrastructure. And in order to reach Newsom’s goal, we need consumers, charging companies, EV manufacturers, local governments and utility companies to work together, Cullen said.\u003c/p>\n\u003cp>“We need to move the adoption of EVs forward, we need to move the number of charging ports available as well, and we need to move the grid capacity as well,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11999354\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999354\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Tashinda Richardson of Oakland plugs in her rented electric vehicle at an EVgo Fast Charging station in Oakland on Jan. 29. Richardson said it can be hard to find a charger when she needs one. Sometimes, she said, chargers won’t work or the plug will get stuck in the car. \u003ccite>(Kathryn Styer Martínez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A big hold-up right now, according to Cullen, lies with PG&E.\u003c/p>\n\u003cp>“There’s a huge lag time between when the charging station vendor requests the power and when PG&E actually delivers it,” she said.\u003c/p>\n\u003cp>For a charging station to operate, it needs to be hooked up to the power grid. That’s where PG&E comes in. And they won’t just let you set up a charging station anywhere. They have to be able to deliver enough power to that site.\u003c/p>\n\u003cp>Is the section of the grid you’re trying to connect to also connected to a big manufacturing plant, for example? Are your neighbors using a lot of electricity during certain times of the day? Then the available power is likely spoken for. Does that portion of the grid rely heavily on solar power? Then the chargers may not work when the sun goes down.\u003c/p>\n\u003cp>“We have over 600,000 EVs in our service territory. And we’ve seen EV adoption grow at about 26% of the compound annual growth rate over the last few years. That’s a significant amount of load that we’re seeing on the system,” said David Almeida, a manager within PG&E’s clean energy transportation group.\u003c/p>\n\u003cp>Almeida said the utility company underestimated electricity demand, and as a result, it doesn’t have the infrastructure to support the rapidly growing EV industry right now.\u003c/p>\n\u003cp>But they’re working on it.\u003c/p>\n\u003cp>“We are building out a forecast that doesn’t look at necessarily just historical load, but it looks at where we anticipate load growth,” he said.\u003c/p>\n\u003cp>The goal is to make electric car charging stations faster to build and more reliable once they’re up and running.\u003c/p>\n\u003cp>Despite all the work needed to bolster this transportation system overhaul, Almeida said it’s ultimately worth it.\u003c/p>\n\u003cp>Right now, California’s transportation system is by far the \u003ca href=\"https://ww2.arb.ca.gov/ghg-inventory-data\">largest contributor\u003c/a> to our greenhouse gas emissions. Transitioning away from gas-powered cars is critical to mitigating the impacts of climate change, and EVs are already helping to do that.\u003c/p>\n\u003cp>A recent \u003ca href=\"https://pubs.acs.org/doi/10.1021/acs.est.3c09642\">study\u003c/a> by scientists at UC Berkeley showed EV adoption in the Bay Area has already reduced our carbon emissions by almost 2%.\u003c/p>\n\u003cp>“I’ve been a believer from the very beginning,” Almeida said. “And it’s just very cool to see a lot of this prove out.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-content post-body\">\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>I’m Olivia Allen-Price. This is Bay curious. And today we’re going on a little road trip.\u003c/p>\n\u003cp>\u003cem>Sounds of a car driving\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Here we go. So we are driving around San Francisco in my Volkswagen E-golf, and it’s an electric vehicle. And we’re looking for a place to charge. And I’m here with Dana Cronin.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And how do you normally find a place to charge in the city?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> It’s pretty rare that I have to find a place to charge because I mostly charge at home. But when I do have to find a place, I pull up an app on my phone and …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Safely, of course, pulled over by the side of the road.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Exactly. Let’s actually pull over real quick up here.\u003c/p>\n\u003cp>(sound of car decelerating)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Okay, so I pull up this app on my phone and what it does is it loads all sorts of different chargers that are nearby that are owned by all sorts of different companies. The numbers mean how many charging stations are in each of these locations. Of the one that’s nearby, it looks like one is out of service; four are currently being used … but looks like one is available.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> 0.2 miles away. That’s not too bad.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Yeah, let’s give it a shot. Okay, so the charger is somewhere in this enormous parking lot.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> You know that there’s a spot open right now because of your app, right? Or is it possible that it’s there but someone’s using it?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> I would … I would say I don’t feel 100% confident based on the app.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> There’s a line of Teslas.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>So, let’s go and see if the non-Tesla chargers are near the Tesla ones, too. Oh, and here we are to the right. … This is also Tesla charging. Just kidding.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We drove around the parking lot for a while but then finally found the chargers.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> So, it’s full. (laughs)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> There was a little dispute with another customer over who was there first. It was totally us, but we let it go. Eventually, another stall opened up.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Charging port here, plug it in and it looks like this one gives me the option to pay by the EVgo app, or I can pay by credit card, which is actually great. It does not seem … Oh, there we go, there we go. Okay, let’s remove the card … (pause) authorization declined. I will try a different card payment. (pause) Authorized!\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Step one: Complete! (laughing)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Step 7,962: pay for the charging. (laughing)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Generally, I would say this was not super easy, and yet it’s pretty much totally full.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price\u003c/strong>: Yeah, I mean, it’s not easy. I feel really lucky most of the time. I charge at home because it is, you know, it’s a pain and it’s a little stressful, especially if you are really low on charge. Like I’ve been in situations where I’m really sweating it out because I go to one charging station and like the screen is broken or the Wi-Fi isn’t working, or sometimes they’ll have these in paid parking garages and they don’t tell you that. And it’s like $30 just to get in the garage.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Like it feels like you do have to have an at-home charger right now for this to be convenient and conducive to your lifestyle. Like, I can’t imagine, like fully relying on this, you know. I, for one, will probably just stick with my Subaru for now. My gas-powered Subaru, for now.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> On today’s episode of Bay Curious, we dive into the world of electric vehicles. I love driving mine, but as you saw, it’s not perfect. California currently dominates the EV market, and the state has a lofty goal of banning the sale of new gas-powered vehicles by 2035. So if you’re not driving an EV yet, you may be soon. Is your community set up for it? Is the Bay area’s current infrastructure matching up with the demand? We’ll get into all that just after a quick break.\u003c/p>\n\u003cp>\u003cem>SPONSOR\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>For this episode, I’m tossing to my co-pilot … reporter Dana Cronin … to explain what’s going on with the Bay Area’s EV infrastructure.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Like a lot of Bay Area residents … maybe you included … I want my next car to be electric. But if my 2012 Subaru Outback died tomorrow … I’m not sure I’d be ready to make the switch. Especially after that drive with Olivia.\u003c/p>\n\u003cp>Bay Curious listener Kelly Lindberg … feels the same way.\u003c/p>\n\u003cp>\u003cstrong>Kelly Lindberg:\u003c/strong> You hear those stories in the news sometimes about, like, the drive between, like, Las Vegas and Los Angeles. You know, people going in their Teslas and having a super long line at the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Kelly works for a climate startup accelerator, and she’s thought, “There’s gotta be a solution to this problem.”\u003c/p>\n\u003cp>One came to her… as she was driving through her neighborhood in Oakland. She’s noticed a lot of abandoned gas stations around.\u003c/p>\n\u003cp>\u003cstrong>Kelly Lindberg:\u003c/strong> Would it be a good idea to maybe turn some of these spaces into electric car charging stations?\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>I mean … sounds like a good idea to me. I, too, live in Oakland and have noticed quite a few empty lots. Whether they’re former gas stations, convenience stores, or storefronts … it seems like there’s plenty of empty space for charging stations to set up shop.\u003c/p>\n\u003cp>But, to do that, you first need a charging company. So, I met with one.\u003c/p>\n\u003cp>(sounds of loud road noise)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Jonah Eidus is wearing a navy-logoed polo and is parked at an EVgo charging station. He oversees EVgo’s real estate department.\u003c/p>\n\u003cp>EVgo has hundreds of charging stalls in the Bay Area … the one we’re meeting at is in Oakland’s Fruitvale neighborhood … right off of 580 on Fruitvale Avenue. It’s set up at a Shell gas station.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> So this site is an eight-stall, fast-charging site, capable of delivering up to 350 kW to each car. And it is definitely one of the more popular stations in Oakland.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>That’s enough to charge most modern EVs in less than 20 minutes. And it is popular! Over the course of our interview … all eight stalls were full almost the whole time.\u003c/p>\n\u003cp>Without wasting any time, I posed Kelly’s question. Could empty lots and gas stations near her house get setups like this one?\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> In general, when we’re installing new chargers, we’re looking to be in high-traffic areas where the chargers will be used for about 15 to 45 minutes. And that means we also want to have amenities nearby so people have something to do during those 15 to 45 minutes.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>It takes longer to charge your car’s battery than it does to pump gas. So this charging station, for example, is right next to a Peet’s Coffee and a Farmer Joe’s grocery store. A perfect place to run some errands while you wait.\u003c/p>\n\u003cp>As we’re talking, Dave Robinson drives up in his brand new 2023 KIA EV6, backs into a stall, and plugs in.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>What do you plan to do while you wait?\u003c/p>\n\u003cp>\u003cstrong>Dave Robinson:\u003c/strong> Just hang out. You know, if it’s going to be a while, there’s coffee shops and everything else around. So it’s easy.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Convenience! It’s a big factor in selecting a charging site, Jonah says. But there are lots of other factors, too.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus: \u003c/strong>Availability of parking stalls, grid interconnection, forecasted charging demand, electricity rates and importantly, multifamily housing density nearby the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>OK … let’s take those one at a time.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> Availability of parking stalls …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Meaning … is there enough space for cars to park here? The goal is to build as many charging stalls as possible per site.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … grid interconnection …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>This one is super important. Because after all, the product they are ultimately selling … is electricity. And they need to make sure that a specific site HAS the electricity to sell\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … forecasted charging demand … electricity rates …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>How many customers do they expect, and how much will those customers have to pay to charge? The cost of electricity can \u003cem>literally \u003c/em>vary block to block.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And … EVGo is a for-profit company after all … so it needs to pencil out.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … and importantly, multifamily housing density nearby the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Is the charging station set up near those who need it the most? Those who live in apartment complexes, for example, don’t have the option to charge from their own garage.\u003c/p>\n\u003cp>That’s not even \u003cem>half \u003c/em>the considerations that go into establishing a charging site. There’s also things like a city’s zoning regulations … and safety considerations.\u003c/p>\n\u003cp>In fact, EVgo has a mapping algorithm that integrates 27 different factors.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus: \u003c/strong>Suffice to say, it is a fairly sophisticated process that we go through. And when a site goes live, a lot of thought and a lot of data has gone into the decision to build that site.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Jonah couldn’t say exactly whether the specific abandoned gas stations in Kelly’s neighborhood could be converted to charging sites … I guess that’s a question for the algorithm.\u003c/p>\n\u003cp>(music)\u003c/p>\n\u003cp>\u003cem> \u003c/em>So that’s how companies choose specific charging sites … and avoid others.\u003c/p>\n\u003cp>But at the \u003cem>heart \u003c/em>of Kelly’s question … is a bigger question. Clearly, we need MORE charging stations … whether at abandoned gas stations … or near coffee shops and grocery stores. So … why hasn’t the electric vehicle charging infrastructure kept up with demand?\u003c/p>\n\u003cp>To answer that question, I met up with Carleen Cullen. She’s the co-founder of the environmental nonprofit Cool the Earth and a former transportation advisor to Governor Newsom.\u003c/p>\n\u003cp>(sounds of a busy parking lot)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>We meet up at another charging station … this one in the parking lot of a Safeway in Mill Valley. We’re chatting next to Carleen’s Chevy Bolt … which is parked in a stall, ready to charge … when, all of a sudden, another EV driver pulls up behind us and asks how long we plan to be.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>I guess that’s part of the challenge is that there’s so few chargers that we have someone waiting on us here waiting for a charge, somewhat impatiently. So we’re going to go ahead and get charging.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen:\u003c/strong> Let’s get started.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Carleen swipes her credit card, pulls the charger around to her car, plugs in, and it starts charging.\u003c/p>\n\u003cp>(sound of the high-pitched hum from the charger)\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>So when you hear that great hum, you know that that’s happening.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Carleen is somewhat of an electric vehicle evangelist … an E-V-vangelist … if you will. Half the time we spent together I felt like I was in an EV infomercial. But she’s not naive. She knows the current infrastructure is flawed. In fact, she did a study a few years ago where she tested the reliability of charging stations in the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>And we found that about a quarter of the stations in the Bay area weren’t functional.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Meaning the screens were broken or the payment system didn’t work or the equipment was flawed. She says the infrastructure has improved a lot since then, but there’s still not enough of it.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>I would say we’re tight on the number of chargers. Yeah, we’re definitely tight.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And that’s in part because … what we’re talking about here … is a MAJOR overhaul of an entire transportation system. In 2020, Governor Newsom set a goal to ban the sale of new gas-powered vehicles in California by the year 2035. And California is outpacing other states in both EV adoption and infrastructure by a long shot. We have more chargers than any other state. But in order to reach that lofty goal … Carleen says we need three things:\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen:\u003c/strong> We need to move the adoption of EVs forward. We need to move the number of charging ports available as well, and we need to move the grid capacity as well.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>These things all have to happen simultaneously. Consumers, charging companies, EV manufacturers, utility companies, local governments … everyone has to work in concert for this to work. Carleen says, right now, the utility companies aren’t necessarily pulling their weight.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>There’s a huge lag time between when the station, the charging station vendor requests the power and when PG&E actually delivers it.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>For a charging station to operate, it needs to be hooked up to our power grid. That’s where PG&E comes in. And they won’t just let you set up a charging station ANYWHERE. They have to be able to deliver enough power to that site.\u003c/p>\n\u003cp>Is the section of the grid you’re trying to connect to also connected to a big manufacturing plant … for example? Are your neighbors using a lot of electricity during certain times of the day? Then the available power is likely spoken for. Does that portion of the grid rely heavily on solar power? Then the chargers may not work when the sun goes down.\u003c/p>\n\u003cp>These are critical considerations, says David Almeida … a manager within PG&E’s clean energy transportation group. And he says Carleen’s critique is fair. He says, yes, the utility is definitely still playing catch-up.\u003c/p>\n\u003cp>\u003cstrong>David Almeida:\u003c/strong> So we have over 600,000 EVs in our service territory. And we’ve seen EV adoption grow at about 26% of the compound annual growth rate over the last few years. That’s a significant amount of load that we’re seeing on the system.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>He also says … they didn’t plan for that increased demand for electricity. In fact, they UNDERestimated it … and, as a result, they don’t have the infrastructure to support it right now.\u003c/p>\n\u003cp>But, he says, they’re working on it.\u003c/p>\n\u003cp>\u003cstrong>David Almeida: \u003c/strong>We are building out a forecast that doesn’t look at necessarily just historical load, but it looks at where we anticipate load growth.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>He says their goal is to make electric car charging stations faster to build and more reliable once they’re up and running.\u003c/p>\n\u003cp>\u003cem>Music\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>This all sounds like a lot of work. Overhauling our entire state’s transportation system … building thousands and thousands of new charging stations … getting utility companies on board … I’m exhausted just thinking about it.\u003c/p>\n\u003cp>But it’s important to remember WHY we’re doing this. Right now, California’s transportation system is BY FAR the largest contributor to our greenhouse gas emissions. Transitioning away from gas-powered cars is critical to mitigating the impacts of climate change.\u003c/p>\n\u003cp>And Evs are already helping to do that.\u003c/p>\n\u003cp>A recent study by scientists at UC Berkeley showed EV adoption in the Bay Area has already reduced our carbon emissions by almost 2 percent.\u003c/p>\n\u003cp>Now, obviously, to keep up that progress … the system has to work for EVERYONE. And I’m not sure we’re there yet.\u003c/p>\n\u003cp>\u003cem>Music sneaks in\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> What do you think, Olivia? Any more sympathy for the cause?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> You know, yeah. I didn’t realize there were so many hurdles to getting new charging stations online. I feel really lucky that I am able to charge my car at home and so this isn’t an issue I have to deal with very often. But for folks who can’t charge overnight where they live — that’s a huge hurdle. And I’m sure it’s a non-starter for some people! It’s got to get better.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Yeah … 2035 is not THAT far away … and if we’re gonna reach that goal, we’re going to need more charging stations.\u003c/p>\n\u003cp>I’m kind of hoping my Subaru lasts just a couple more years …\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Dana Cronin — thank you!\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Thank you.\u003c/p>\n\u003cp>\u003cem>Music\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>That was KQED’s Dana Cronin.\u003c/p>\n\u003cp>This story would not have been possible without our question-asker, Kelly Lindberg. That’s because you, our dear audience, decide what we cover by submitting questions — and then voting on which ones we should answer.\u003c/p>\n\u003cp>We have a new voting round-up at BayCurious.org with three enticing questions.\u003c/p>\n\u003cp>\u003cstrong>Voice 1:\u003c/strong> Why did Oakland International Airport become San Francisco Bay Oakland International Airport, giving us two very confusingly similar-sounding airports?\u003c/p>\n\u003cp>\u003cstrong>Voice 2:\u003c/strong> I remember going to the Berkeley dump, now Cesar Chavez Park, with my dad in the 1970s. It was pretty wild. It’d be really interesting to learn more about its evolution from dump to park.\u003c/p>\n\u003cp>\u003cstrong>Voice 3:\u003c/strong> I was walking my dog on Thornton Beach on the Daly City/SF border and found a really long tunnel coming out of the hillside around some abandoned piers. Any idea what it is?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Voting is so easy! Just grab your phone, pull up BayCurious.org, scroll to our voting round and click on your favorite question! No registering or emails or phone numbers or anything complicated. We try to make it easy on you.\u003c/p>\n\u003cp>Bay Curious is made by Ana De Almeida Amaral, Amanda Font, Olivia Allen-Price, Christopher Beale. Special thanks to Laura Klivans, Jen Chien, Katie Sprenger, Maha Sanad, Holly Kernan and the whole KQED Family.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>I’m Olivia Allen-Price.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>"
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"content": "\u003cp>South Bay transit officials notched a major milestone on Friday, announcing that the federal government will commit nearly $5.1 billion to the project bringing BART through downtown San Jose and into Santa Clara.\u003c/p>\n\u003cp>The major backing from the Federal Transit Administration was celebrated by officials from the Santa Clara Valley Transportation Authority, which is responsible for planning and building the 6-mile BART extension — though a major funding gap still exists.\u003c/p>\n\u003cp>The project is currently estimated to cost $12.7 billion and is expected to be completed in 2037.\u003c/p>\n\u003cp>VTA’s origins estimate, in 2014, pegged the cost at $4.7 billion and aimed for a completion date in 2026. As recently as spring 2022, VTA still touted a $6.9 billion estimate before facing multiple schedule delays and ballooning cost increases to the current figure.\u003c/p>\n\u003cp>“This is the second-largest investment that the federal government has made in any single transportation project in the country’s history,” said Santa Clara County Supervisor Cindy Chavez, who also chairs the VTA board.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>However, the figure from the feds falls about $1.2 billion short of what VTA officials and project boosters have been calling for from feds.\u003c/p>\n\u003cp>In recent campaigns advocating for the project, Chavez and other advocates have been calling on the FTA and U.S. Secretary of Transportation Pete Buttigieg to support the project to the tune of nearly $6.3 billion — about 49% of the total cost.\u003c/p>\n\u003cp>The rest of the project is currently slated to be paid for using billions from local tax measures, including 2000’s Measure A and 2016’s Measure B, as well as through major contributions from regional and state transportation funds.[aside postID=news_11990508 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/06/240614-VTAGROUNDBREAKING-JG-01_qut-1020x680.jpg']\u003c/p>\n\u003cp>“We would have loved to have gotten the $6.2 billion. But there are a lot of projects across the country that are competing for the same amount of money, and the Federal Transit Administration has to balance that all out,” Carolyn Gonot, VTA’s general manager, told KQED.\u003c/p>\n\u003cp>Gonot said her staff was keeping a close eye on other projects around the country and regionally that were getting funding at lower levels than requested, including the Transbay Downtown Rail Extension Project, which will extend Caltrain in San Francisco. That project was funded at about 41% by the FTA, she said.\u003c/p>\n\u003cp>“Working with FTA, we were aware that probably our number was not going to come in at 49.4%,” she told KQED. “So we took a preemptive step,” she said.\u003c/p>\n\u003cp>The VTA board voted in late June to approve allocating an additional $500 million from Measure A funds to the BART extension project, Gonot said. The money would come out of revenues that are expected to flow to the agency throughout the remaining life of that measure, which expires in 2036.\u003c/p>\n\u003cp>Reshuffling those funds means VTA is left with a $700 million gap for the extension’s overall funding, something Gonot and other supporters said they are confident can be closed without major cuts to the project.\u003c/p>\n\u003cp>“I’ve been working on this project for 30 years, and we have persevered, and I believe that we will figure out a way to close this funding gap. Either through efficiencies, cost savings, minor scope changes, those types of things,” Gonot said. “So, I believe it will get done.”\u003c/p>\n\u003cp>As currently planned, the project will extend BART from its current end of the line at Berryessa Station in North San José and will run west to create four new stations: 28th Street/Little Portugal near East San José, Downtown San José, Diridon Station and Santa Clara. Much of the trackway will be underground, with stations and lines dug by a massive $76 million tunnel-boring machine being assembled in Germany.[aside label=\"More VTA Coverage\" tag=\"santa-clara-valley-transportation-authority\"]Chavez, speaking during a press conference announcing the funding on Friday, said the VTA will put a 60-day freeze on any new professional spending at the agency to help close the $700 million gap. She added the agency plans to renegotiate current contracts, though she didn’t offer details.\u003c/p>\n\u003cp>“We’re going to ask everybody to help,” she said. “I am so confident that as a community, we’re going to be able to wrap our arms around this project and make it happen.”\u003c/p>\n\u003cp>Tom Maguire, the head of megaprojects for VTA, said he believes the project will still be able to meet the current time and cost estimates.\u003c/p>\n\u003cp>“It’s undoubtedly a challenge, but the $5.1 billion is great news,” Maguire said. “Now we know what we can count on. And now our funding plan, it’s a lot more concrete. We know the problem we’re trying to solve right now.”\u003c/p>\n\u003cp>Mahan, who, along with Gonot, received the call from federal officials on Thursday letting them know about the funding commitment, said it represents a historic investment.\u003c/p>\n\u003cp>“It’s a national bet on Silicon Valley, on the innovation economy,” Mahan said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“But more than anything, it’s a bet on the ingenuity and hard work of the people of Santa Clara County,” Mahan said. “And that’s fitting because it’s the people of Santa Clara County who got us to this point and enabled us to go secure this historic federal match.”\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We would have loved to have gotten the $6.2 billion. But there are a lot of projects across the country that are competing for the same amount of money, and the Federal Transit Administration has to balance that all out,” Carolyn Gonot, VTA’s general manager, told KQED.\u003c/p>\n\u003cp>Gonot said her staff was keeping a close eye on other projects around the country and regionally that were getting funding at lower levels than requested, including the Transbay Downtown Rail Extension Project, which will extend Caltrain in San Francisco. That project was funded at about 41% by the FTA, she said.\u003c/p>\n\u003cp>“Working with FTA, we were aware that probably our number was not going to come in at 49.4%,” she told KQED. “So we took a preemptive step,” she said.\u003c/p>\n\u003cp>The VTA board voted in late June to approve allocating an additional $500 million from Measure A funds to the BART extension project, Gonot said. The money would come out of revenues that are expected to flow to the agency throughout the remaining life of that measure, which expires in 2036.\u003c/p>\n\u003cp>Reshuffling those funds means VTA is left with a $700 million gap for the extension’s overall funding, something Gonot and other supporters said they are confident can be closed without major cuts to the project.\u003c/p>\n\u003cp>“I’ve been working on this project for 30 years, and we have persevered, and I believe that we will figure out a way to close this funding gap. Either through efficiencies, cost savings, minor scope changes, those types of things,” Gonot said. “So, I believe it will get done.”\u003c/p>\n\u003cp>As currently planned, the project will extend BART from its current end of the line at Berryessa Station in North San José and will run west to create four new stations: 28th Street/Little Portugal near East San José, Downtown San José, Diridon Station and Santa Clara. Much of the trackway will be underground, with stations and lines dug by a massive $76 million tunnel-boring machine being assembled in Germany.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Chavez, speaking during a press conference announcing the funding on Friday, said the VTA will put a 60-day freeze on any new professional spending at the agency to help close the $700 million gap. She added the agency plans to renegotiate current contracts, though she didn’t offer details.\u003c/p>\n\u003cp>“We’re going to ask everybody to help,” she said. “I am so confident that as a community, we’re going to be able to wrap our arms around this project and make it happen.”\u003c/p>\n\u003cp>Tom Maguire, the head of megaprojects for VTA, said he believes the project will still be able to meet the current time and cost estimates.\u003c/p>\n\u003cp>“It’s undoubtedly a challenge, but the $5.1 billion is great news,” Maguire said. “Now we know what we can count on. And now our funding plan, it’s a lot more concrete. We know the problem we’re trying to solve right now.”\u003c/p>\n\u003cp>Mahan, who, along with Gonot, received the call from federal officials on Thursday letting them know about the funding commitment, said it represents a historic investment.\u003c/p>\n\u003cp>“It’s a national bet on Silicon Valley, on the innovation economy,” Mahan said.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“But more than anything, it’s a bet on the ingenuity and hard work of the people of Santa Clara County,” Mahan said. “And that’s fitting because it’s the people of Santa Clara County who got us to this point and enabled us to go secure this historic federal match.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Delta Air Lines struggled for a fourth straight day to recover from \u003ca href=\"https://apnews.com/article/what-is-crowdstrike-worldwide-outage-94b4fc5ac6eed46ddcd565a5f1e4b916\">a worldwide technology outage\u003c/a> caused by a \u003ca href=\"https://apnews.com/article/crowdstrike-tech-outage-connected-ecosystem-b7b9c47b28ed65a5fbf050086834de4f\">faulty software update\u003c/a>, stranding tens of thousands of passengers and drawing unwanted attention from the federal government.\u003c/p>\n\u003cp>The airline’s chief executive said it would take “another couple days” before “the worst is clearly behind us.” Delta’s chief information officer said Monday that the airline was still trying to fix a vital crew-scheduling program.\u003c/p>\n\u003cp>Other carriers were returning to nearly normal levels of service disruptions, intensifying the glare on \u003ca href=\"https://apnews.com/article/delta-crowdstrike-waiver-bc470d7ae7c1627b2b590d2cb01b2b4a\">Delta’s relatively weaker\u003c/a> response to the outage that hit airlines, hospitals and businesses around the world.\u003c/p>\n\u003cp>Transportation Secretary \u003ca href=\"https://apnews.com/hub/pete-buttigieg\">Pete Buttigieg\u003c/a> spoke to \u003ca href=\"https://apnews.com/hub/delta-air-lines-inc\">Delta\u003c/a> CEO Ed Bastian on Sunday about the airline’s high number of cancellations since Friday. Buttigieg said his agency had received “hundreds of complaints” about Delta, and he expects the airline to provide hotels and meals for travelers who are delayed and to issue quick refunds to customers who don’t want to be rebooked on a later flight.\u003c/p>\n\u003cp>“No one should be stranded at an airport overnight or stuck on hold for hours waiting to talk to a customer service agent,” Buttigieg said. He vowed to help Delta passengers by enforcing air travel \u003ca href=\"https://apnews.com/article/airline-refunds-congress-faa-cb8ccaa66e25e5af30d852f3411bcc10\">consumer-protection rules\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Bastian said in a video for employees that he told Buttigieg, “You do not need to remind me. I know because we do our very best, particularly in tough times, taking care of our customers.”\u003c/p>\n\u003cp>Delta has canceled more than 5,500 flights since \u003ca href=\"https://www.kqed.org/news/11996430/what-happened-to-crowdstrike-huge-outage-a-wake-up-call-for-tech-reliant-world\">the outage started early Friday morning\u003c/a>, including at least 700 flights canceled on Monday, according to aviation data provider Cirium. Delta and its regional affiliates accounted for about two-thirds of all cancellations worldwide Monday, including nearly all the ones in the United States.\u003c/p>\n\u003cp>United Airlines was the next-worst performer since the onset of the outage, canceling nearly 1,500 flights. United canceled only 17 Monday flights by late morning, however.\u003c/p>\n\u003cp>Other airlines caught up in the first round of groundings also returned mostly to normal operations by Monday. That included American Airlines, Spirit Airlines, Frontier Airlines and Allegiant Air.\u003c/p>\n\u003cp>Bastian, the Delta CEO, said in a message to customers Sunday that the airline was continuing to restore operations that were disrupted. One of the tools Delta uses to track crews was affected and could not process the high number of changes triggered by the outage.\u003c/p>\n\u003cp>“The technology issue occurred on the busiest travel weekend of the summer, with our booked loads exceeding 90%, limiting our re-accommodation capabilities,” Bastian wrote. Loads are the percentage of sold seats on each flight.\u003c/p>\n\u003cp>Airlines have large, layered technology systems, and crew-tracking programs are often among the oldest systems. When the outage began Friday, it also affected systems used to check in passengers and make pre-flight calculations about aircraft weight and balance, airlines reported. United and American reported intermittent problems communicating with crews in the air, contributing to their decisions to \u003ca href=\"https://apnews.com/article/microsoft-crowdstrike-outage-australia-internet-banks-media-0a5f792b6571b37a35181d64028fefc4\">briefly ground all flights\u003c/a>.\u003c/p>\n\u003cp>Some airlines, including Southwest and Alaska, do not use CrowdStrike, the provider of \u003ca href=\"https://apnews.com/article/crowdstrike-microsoft-outage-software-update-ebcba985600530a4689289eae38619bf\">cybersecurity software\u003c/a> whose faulty upgrade to Microsoft Windows triggered the outages. Those carriers saw relatively few cancellations.\u003c/p>\n\u003cp>Delta, however, said that “upward of half” its IT systems are Windows-based. The airline said the outage forced IT employees to manually repair and reboot each affected system and synchronize applications so they start working together.\u003c/p>\n\u003cp>“It is going to take another couple of days before we are in a position to say that … the worst is clearly behind us,” Bastian told employees Monday. “Today will be a better day than yesterday, and hopefully, Tuesday and Wednesday will be that much better again.”\u003c/p>\n\u003cp>In the same video, Delta Chief Information Officer Rahul Samant said two applications were particularly difficult to restart on Friday: One that manages traffic at Hartsfield–Jackson Atlanta International Airport, Delta’s biggest hub, and another that assigns pilots and flight attendants to flights.\u003c/p>\n\u003cp>Technicians had gotten the crew-scheduling program running, “but we have a catch-up to do,” and new issues keep arising, Samant said.\u003c/p>\n\u003cp>Atlanta-based Delta said it \u003cspan style=\"margin: 0px;padding: 0px\">\u003ca href=\"https://apnews.com/article/outage-airlines-flights-canceled-crowdstrike-microsoft-044954aada0fa4f95c0119233c6316a6\" target=\"_blank\" rel=\"noopener\">offers\u003c/a>\u003c/span>\u003ca href=\"https://apnews.com/article/outage-airlines-flights-canceled-crowdstrike-microsoft-044954aada0fa4f95c0119233c6316a6\"> waivers\u003c/a> to make it easier for customers to reschedule trips.\u003c/p>\n\u003cp>That was of little help to Jason Helmes, a fitness coach trying to get home to Detroit from Denver. His flight on Sunday was delayed three times before it was canceled; by the time the plane finally pushed back from the gate, the pilots were at the end of their legally allowed shift.\u003c/p>\n\u003cp>“Everyone was just stranded. No information on hotels. No information on what to do next,” Helmes said. “They said, ‘Go down to the luggage carousel; your luggage should be there.’ There were thousands of bags down there. I found my luggage — I got lucky.”\u003c/p>\n\u003cp>Helmes said Delta offered to rebook him on Wednesday, but he worried that flight would also be canceled. He booked a Tuesday flight home on Frontier Airlines — one of the carriers that has largely recovered. He is saving his receipts, including a hotel room, hoping Delta will reimburse him.\u003c/p>\n\u003cp>“For the last 10 years, I’ve been exclusively on Delta,” he said. “This has me double-thinking about that.”\u003c/p>\n\u003cp>Delta’s meltdown is reminiscent of the \u003ca href=\"https://apnews.com/article/business-transportation-us-department-of-0925834b8cfcf1150358f874334d16d7\">December 2022 debacle\u003c/a> that caused Southwest Airlines to cancel nearly 17,000 flights over a 15-day stretch. After a federal investigation of Southwest’s compliance with consumer-protection rules, the airline agreed to pay a $35 million fine as part of a \u003ca href=\"https://apnews.com/article/southwest-airlines-settlement-canceled-flights-4c2a6bc25b52019a5966f6d5ef702fc6\">$140 million settlement\u003c/a> with the Transportation Department.\u003c/p>\n\u003cp>Southwest’s breakdown started during a winter storm, but the airline’s \u003ca href=\"https://apnews.com/article/business-texas-arizona-california-da3b72f2350b0f77498f7f67316facb5\">recovery took unusually long\u003c/a> because of problems with a crew-scheduling system — a striking similarity to Delta’s current mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://apnews.com/article/airlines-complaints-transportation-department-7c6ddcec4ebadd4d7222350f6513e6be\">airline industry\u003c/a> might be the most visible victim of the worldwide tech problems caused by the faulty software update from Texas-based cybersecurity firm CrowdStrike. Microsoft said the glitch affected 8.5 million machines. CrowdStrike says it has deployed a fix, but experts say it could take days or even weeks to repair \u003ca href=\"https://apnews.com/article/microsoft-crowdstrike-small-businesses-ad1e4f964d1560d50d08564cce9513d7\">every affected computer\u003c/a>.\u003c/p>\n\n",
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"excerpt": "Other carriers were returning to nearly normal levels of service disruptions, intensifying the glare on Delta’s relatively weaker response to the outage that hit airlines, hospitals and businesses around the world.",
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"title": "Why Is Delta Air Lines Still Struggling to Recover From Last Week's CrowdStrike Outage? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Delta Air Lines struggled for a fourth straight day to recover from \u003ca href=\"https://apnews.com/article/what-is-crowdstrike-worldwide-outage-94b4fc5ac6eed46ddcd565a5f1e4b916\">a worldwide technology outage\u003c/a> caused by a \u003ca href=\"https://apnews.com/article/crowdstrike-tech-outage-connected-ecosystem-b7b9c47b28ed65a5fbf050086834de4f\">faulty software update\u003c/a>, stranding tens of thousands of passengers and drawing unwanted attention from the federal government.\u003c/p>\n\u003cp>The airline’s chief executive said it would take “another couple days” before “the worst is clearly behind us.” Delta’s chief information officer said Monday that the airline was still trying to fix a vital crew-scheduling program.\u003c/p>\n\u003cp>Other carriers were returning to nearly normal levels of service disruptions, intensifying the glare on \u003ca href=\"https://apnews.com/article/delta-crowdstrike-waiver-bc470d7ae7c1627b2b590d2cb01b2b4a\">Delta’s relatively weaker\u003c/a> response to the outage that hit airlines, hospitals and businesses around the world.\u003c/p>\n\u003cp>Transportation Secretary \u003ca href=\"https://apnews.com/hub/pete-buttigieg\">Pete Buttigieg\u003c/a> spoke to \u003ca href=\"https://apnews.com/hub/delta-air-lines-inc\">Delta\u003c/a> CEO Ed Bastian on Sunday about the airline’s high number of cancellations since Friday. Buttigieg said his agency had received “hundreds of complaints” about Delta, and he expects the airline to provide hotels and meals for travelers who are delayed and to issue quick refunds to customers who don’t want to be rebooked on a later flight.\u003c/p>\n\u003cp>“No one should be stranded at an airport overnight or stuck on hold for hours waiting to talk to a customer service agent,” Buttigieg said. He vowed to help Delta passengers by enforcing air travel \u003ca href=\"https://apnews.com/article/airline-refunds-congress-faa-cb8ccaa66e25e5af30d852f3411bcc10\">consumer-protection rules\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Bastian said in a video for employees that he told Buttigieg, “You do not need to remind me. I know because we do our very best, particularly in tough times, taking care of our customers.”\u003c/p>\n\u003cp>Delta has canceled more than 5,500 flights since \u003ca href=\"https://www.kqed.org/news/11996430/what-happened-to-crowdstrike-huge-outage-a-wake-up-call-for-tech-reliant-world\">the outage started early Friday morning\u003c/a>, including at least 700 flights canceled on Monday, according to aviation data provider Cirium. Delta and its regional affiliates accounted for about two-thirds of all cancellations worldwide Monday, including nearly all the ones in the United States.\u003c/p>\n\u003cp>United Airlines was the next-worst performer since the onset of the outage, canceling nearly 1,500 flights. United canceled only 17 Monday flights by late morning, however.\u003c/p>\n\u003cp>Other airlines caught up in the first round of groundings also returned mostly to normal operations by Monday. That included American Airlines, Spirit Airlines, Frontier Airlines and Allegiant Air.\u003c/p>\n\u003cp>Bastian, the Delta CEO, said in a message to customers Sunday that the airline was continuing to restore operations that were disrupted. One of the tools Delta uses to track crews was affected and could not process the high number of changes triggered by the outage.\u003c/p>\n\u003cp>“The technology issue occurred on the busiest travel weekend of the summer, with our booked loads exceeding 90%, limiting our re-accommodation capabilities,” Bastian wrote. Loads are the percentage of sold seats on each flight.\u003c/p>\n\u003cp>Airlines have large, layered technology systems, and crew-tracking programs are often among the oldest systems. When the outage began Friday, it also affected systems used to check in passengers and make pre-flight calculations about aircraft weight and balance, airlines reported. United and American reported intermittent problems communicating with crews in the air, contributing to their decisions to \u003ca href=\"https://apnews.com/article/microsoft-crowdstrike-outage-australia-internet-banks-media-0a5f792b6571b37a35181d64028fefc4\">briefly ground all flights\u003c/a>.\u003c/p>\n\u003cp>Some airlines, including Southwest and Alaska, do not use CrowdStrike, the provider of \u003ca href=\"https://apnews.com/article/crowdstrike-microsoft-outage-software-update-ebcba985600530a4689289eae38619bf\">cybersecurity software\u003c/a> whose faulty upgrade to Microsoft Windows triggered the outages. Those carriers saw relatively few cancellations.\u003c/p>\n\u003cp>Delta, however, said that “upward of half” its IT systems are Windows-based. The airline said the outage forced IT employees to manually repair and reboot each affected system and synchronize applications so they start working together.\u003c/p>\n\u003cp>“It is going to take another couple of days before we are in a position to say that … the worst is clearly behind us,” Bastian told employees Monday. “Today will be a better day than yesterday, and hopefully, Tuesday and Wednesday will be that much better again.”\u003c/p>\n\u003cp>In the same video, Delta Chief Information Officer Rahul Samant said two applications were particularly difficult to restart on Friday: One that manages traffic at Hartsfield–Jackson Atlanta International Airport, Delta’s biggest hub, and another that assigns pilots and flight attendants to flights.\u003c/p>\n\u003cp>Technicians had gotten the crew-scheduling program running, “but we have a catch-up to do,” and new issues keep arising, Samant said.\u003c/p>\n\u003cp>Atlanta-based Delta said it \u003cspan style=\"margin: 0px;padding: 0px\">\u003ca href=\"https://apnews.com/article/outage-airlines-flights-canceled-crowdstrike-microsoft-044954aada0fa4f95c0119233c6316a6\" target=\"_blank\" rel=\"noopener\">offers\u003c/a>\u003c/span>\u003ca href=\"https://apnews.com/article/outage-airlines-flights-canceled-crowdstrike-microsoft-044954aada0fa4f95c0119233c6316a6\"> waivers\u003c/a> to make it easier for customers to reschedule trips.\u003c/p>\n\u003cp>That was of little help to Jason Helmes, a fitness coach trying to get home to Detroit from Denver. His flight on Sunday was delayed three times before it was canceled; by the time the plane finally pushed back from the gate, the pilots were at the end of their legally allowed shift.\u003c/p>\n\u003cp>“Everyone was just stranded. No information on hotels. No information on what to do next,” Helmes said. “They said, ‘Go down to the luggage carousel; your luggage should be there.’ There were thousands of bags down there. I found my luggage — I got lucky.”\u003c/p>\n\u003cp>Helmes said Delta offered to rebook him on Wednesday, but he worried that flight would also be canceled. He booked a Tuesday flight home on Frontier Airlines — one of the carriers that has largely recovered. He is saving his receipts, including a hotel room, hoping Delta will reimburse him.\u003c/p>\n\u003cp>“For the last 10 years, I’ve been exclusively on Delta,” he said. “This has me double-thinking about that.”\u003c/p>\n\u003cp>Delta’s meltdown is reminiscent of the \u003ca href=\"https://apnews.com/article/business-transportation-us-department-of-0925834b8cfcf1150358f874334d16d7\">December 2022 debacle\u003c/a> that caused Southwest Airlines to cancel nearly 17,000 flights over a 15-day stretch. After a federal investigation of Southwest’s compliance with consumer-protection rules, the airline agreed to pay a $35 million fine as part of a \u003ca href=\"https://apnews.com/article/southwest-airlines-settlement-canceled-flights-4c2a6bc25b52019a5966f6d5ef702fc6\">$140 million settlement\u003c/a> with the Transportation Department.\u003c/p>\n\u003cp>Southwest’s breakdown started during a winter storm, but the airline’s \u003ca href=\"https://apnews.com/article/business-texas-arizona-california-da3b72f2350b0f77498f7f67316facb5\">recovery took unusually long\u003c/a> because of problems with a crew-scheduling system — a striking similarity to Delta’s current mess.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://apnews.com/article/airlines-complaints-transportation-department-7c6ddcec4ebadd4d7222350f6513e6be\">airline industry\u003c/a> might be the most visible victim of the worldwide tech problems caused by the faulty software update from Texas-based cybersecurity firm CrowdStrike. Microsoft said the glitch affected 8.5 million machines. CrowdStrike says it has deployed a fix, but experts say it could take days or even weeks to repair \u003ca href=\"https://apnews.com/article/microsoft-crowdstrike-small-businesses-ad1e4f964d1560d50d08564cce9513d7\">every affected computer\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "california-needs-a-million-ev-charging-stations-but-thats-unlikely-and-unrealistic",
"title": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals?",
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"headTitle": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals? | KQED",
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"content": "\u003cp>California will have to build public charging stations at an unprecedented — and some experts say unrealistic — pace to meet the needs of the 7 million electric cars expected on its roads in less than seven years.\u003c/p>\n\u003cp>The sheer scale of the build-out has alarmed many experts and lawmakers, who fear that the state won’t be prepared as Californians purchase more electric cars.\u003c/p>\n\u003cp>A million public chargers are needed in California by the end of 2030, according to the \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">state’s projections\u003c/a> — almost 10 times more than the \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/electric\">number available to drivers\u003c/a> in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then, the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A robust network of public chargers — akin to the state’s more than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/california-retail-fuel-outlet-annual-reporting\">8,000 gas stations\u003c/a> — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years.\u003c/p>\n\u003cp>“It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration but unrealistic,” said Stanford professor Bruce Cain, who coauthored a \u003ca href=\"https://siepr.stanford.edu/publications/policy-brief/overcoming-roadblocks-californias-public-ev-charging-infrastructure\">policy briefing\u003c/a> detailing California’s electric vehicle charging problems. “This is a wakeup call that we address potential institutional and policy obstacles more seriously before we commit blindly.”\u003c/p>\n\u003cp>Under California’s landmark \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/#:~:text=This%20regulation%20will%20essentially%20end,and%20100%25%20for%202035%20models.\">electric car mandate\u003c/a>, a pillar of Gov. Gavin Newsom’s \u003ca href=\"https://calmatters.org/environment/2020/09/california-ban-gasoline-powered-cars-in-2035/\">climate change agenda\u003c/a>, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% by 2035, when 15 million electric cars are expected in California.\u003c/p>\n\u003cp>“We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/256707?t=787&f=9187f5030274d8f03a4f6e590a116f76\">who introduced\u003c/a> a package of unsuccessful bills last year aimed at expanding access to car chargers.\u003c/p>\n\u003cp>“We are way behind where we need to be,” Gabriel told CalMatters.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://graphic-ev-chargers.netlify.app/?initialWidth=780&childId=pym_0&parentTitle=CA%20needs%20a%20million%20EV%20chargers%20but%20experts%20say%20that%E2%80%99s%20unlikely%20-%20CalMatters&parentUrl=https%3A%2F%2Fcalmatters.org%2Fenvironment%2Fclimate-change%2F2024%2F07%2Fcalifornia-electric-car-chargers-unrealistic-goals%2F\" width=\"800\" height=\"550\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Big obstacles stand in the way of amping up the pace of new charging stations in public places. California will need billions of dollars in state, federal and private investments, streamlined city and county permitting processes, \u003ca href=\"https://calmatters.org/environment/2023/01/california-electric-cars-grid/?series=california-electric-vehicles\">major power grid upgrades\u003c/a> and accelerated efforts by utilities to connect chargers to the grid.\u003c/p>\n\u003cp>State officials are also tasked with ensuring that charging stations are available statewide, in \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">rural and less-affluent areas\u003c/a> where private companies are reluctant to invest, and that they are reliable and functioning whenever drivers pull up.\u003c/p>\n\u003cp>In Pacific Gas & Electric’s vast service area, home to 40% of all Californians, electric car purchases are moving twice as fast as the build-out of charging stations, said Lydia Krefta, the utility’s director of clean energy transportation. Californians now own \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/light\">more than 1.5 million\u003c/a> battery-powered cars.\u003c/p>\n\u003cp>Patty Monahan, who’s on the Energy Commission, the state agency responsible for funding and guiding the ramp-up, told CalMatters that she is confident that California can build the chargers its residents need in time.\u003c/p>\n\u003cp>The agency’s estimate of the current chargers is likely an undercount, she said. In addition, fast-charging stations could play a bigger role than initially projected, meaning hundreds of thousands of fewer chargers might be needed. Also, as the ranges and charging speeds on cars improve, there may be less demand for public chargers.\u003c/p>\n\u003cp>“California has a history of defying the odds,” Monahan said. “We have a history of advancing clean cars, clean energy, writ-large. We have naysayers left and right saying you can’t do it, and then we do it.”\u003c/p>\n\u003ch2>Barriers to private investments: an uncertain market\u003c/h2>\n\u003cp>On a September day last year, Monahan spoke behind a podium in the parking lot of a Bay Area grocery store. A row of newly constructed car chargers rose behind her.\u003c/p>\n\u003cp>“Let’s celebrate for a moment,” she said.\u003c/p>\n\u003cp>California had met its goal of 10,000 fast electric chargers statewide — two years ahead of the \u003ca href=\"https://archive.gov.ca.gov/archive/gov39/2018/01/26/governor-brown-takes-action-to-increase-zero-emission-vehicles-fund-new-climate-investments/index.html\">target\u003c/a> set in 2018.\u003c/p>\n\u003cfigure id=\"attachment_11995800\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995800\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">California Energy Commissioner Patty Monahan speaks during the launch of an EVgo fast charging station in Union City on Sept. 25, 2023. \u003ccite>(Loren Elliott for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fast chargers, like the new ones at the grocery store, are increasingly seen as critical to meeting the needs of drivers. They can \u003ca href=\"https://www.transportation.gov/urban-e-mobility-toolkit/e-mobility-basics/charging-speeds\">power a car to 80%\u003c/a> in 20 minutes to an hour, while the typical charger in use today, a slower Level 2, takes from four to 10 hours.\u003c/p>\n\u003cp>But installing and operating fast chargers is an expensive business — one that doesn’t easily turn a profit.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=46\">Nationwide, each fast charger (PDF)\u003c/a> can cost up to $117,000, according to a 2023 study. And in California, it could be even more — between $122,000 and $440,000 each, according to \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2213624X23000238\">a separate study\u003c/a>, although the Energy Commission said the range was $110,000 to $125,000 for \u003ca href=\"https://calevip.org/\">one of its programs\u003c/a>.\u003c/p>\n\u003cp>Most of America’s publicly traded charger companies have been forced to seek more financing, lay off workers and slow their network build-outs, analysts said. \u003ca href=\"https://www.google.com/finance/quote/EVGO:NASDAQ?window=MAX\">EVgo\u003c/a>, for instance, has seen its share price crater, as has \u003ca href=\"https://www.google.com/finance/quote/CHPT:NYSE?window=MAX\">ChargePoint\u003c/a>, which specializes in selling the slower Level 2 hardware.\u003c/p>\n\u003cp>California stands apart from other states — it has by far the most chargers and electric car sales and more incentives and policies encouraging them.\u003c/p>\n\u003cp>Tesla, America’s top-selling electric car manufacturer, dominates fast-charging in both California and the U.S. — but the company didn’t get into the business to sell charges to drivers; it got into the charger business to sell its electric cars. Initially Tesla Superchargers were exclusive to its drivers, but \u003ca href=\"https://www.tesla.com/support/supercharging-other-evs#charge-if-not-tesla-vehicle\">starting this year\u003c/a> other EV drivers can use them after Tesla \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2023/05/25/ford-ev-customers-to-gain-access-to-12-000-tesla-superchargers--.html\">provided ports to Ford\u003c/a> and other automakers.\u003c/p>\n\u003cp>Tesla’s manufacturing prowess, supply chain dominance and decade-plus of experience with fast chargers have given it an edge over competitors — a coterie of unprofitable, publicly traded startups, as well as private companies that often benefit from public subsidies, according to analysts.\u003c/p>\n\u003cp>“All the automakers joined forces with their biggest competitor,” said Loren McDonald, chief executive of the consulting firm EVAdoption. “If that doesn’t tell you how bad fast-charging networks and infrastructure were, I don’t know what else does.”\u003c/p>\n\u003cfigure id=\"attachment_11995801\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995801\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Tesla vehicles charge at a Supercharger lot in Kettleman City on June 23, 2024. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11995832\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995832\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: An EVgo fast charger at El Mercado Plaza Shopping Center in Union City. Right: A Hyundai Ioniq 6 charges at an Electrify America station in Oakland. \u003ccite>(Loren Elliott and Camille Cohen for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, Tesla is showing \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">uncertainty about the future of its charging business\u003c/a> amid slumping car sales and \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">eliminating nearly its entire\u003c/a> 500-member Supercharger team in April. Then chief executive Elon Musk said in May that he would \u003ca href=\"https://x.com/elonmusk/status/1788834859110002716?lang=en\">spend $500 million\u003c/a> to expand the network and \u003ca href=\"https://www.bloomberg.com/news/articles/2024-05-13/tesla-rehires-some-supercharger-workers-weeks-after-musk-s-culling?accessToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJzb3VyY2UiOiJTdWJzY3JpYmVyR2lmdGVkQXJ0aWNsZSIsImlhdCI6MTcxNTYyMjU0MiwiZXhwIjoxNzE2MjI3MzQyLCJhcnRpY2xlSWQiOiJTREVRQjJUMEFGQjQwMCIsImJjb25uZWN0SWQiOiIzNDVFQTA0MjNBMUQ0NTI2QjY1QkNBNUZDRUJGQThGNiJ9.2RNvF37kKk0-xvIIdZ-YnoQY2ND7fdX3l67QJ5XqjBk\">hired back\u003c/a> some fired workers.\u003c/p>\n\u003cp>In California, Electrify America, a privately held company, was created by Volkswagen as a settlement for \u003ca href=\"https://ww2.arb.ca.gov/news/california-receive-153m-final-settlement-volkswagen\">cheating on emissions tests\u003c/a> for its gas-powered cars. The company is spending $800 million on California chargers, building a robust network of 260 stations, with more than half in lower-income communities, including \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">the state’s worst charging desert\u003c/a>, Imperial County.\u003c/p>\n\u003cp>The problem is Electrify America was ranked dead last in a \u003ca href=\"https://www.jdpower.com/business/press-releases/2023-us-electric-vehicle-experience-evx-public-charging-study\">consumer survey\u003c/a> last year, and reliability problems and customer complaints have plagued its chargers. The California Air Resources Board in January \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/books/2024/012524/prores24-2.pdf#page=5\">directed Electrify America (PDF)\u003c/a> to “strive to achieve charger reliability consistent with the state of the industry.” A company spokesperson said the dissatisfaction showed “an industry in its growth trajectory.” There are signs of improvement, based on \u003ca href=\"https://www.jdpower.com/business/resources/are-recent-improvements-public-ev-charging-infrastructure-enough-reverse\">consumer data from the first three months\u003c/a> of this year.\u003c/p>\n\u003cp>Startups continue to jump into the charging business, with the number of companies offering fast chargers growing from 14 in 2020 to 41 in 2024, EVAdoption said. Seven carmakers formed a \u003ca href=\"https://www.nytimes.com/2023/07/26/business/energy-environment/electric-vehicles-fast-chargers-automakers.html\">$1 billion venture\u003c/a> to build a 30,000-charger network in North America. And \u003ca href=\"https://www.eenews.net/articles/big-winner-in-bidens-ev-charging-revolution-gas-stations/\">gas stations\u003c/a> such as Circle K offer more charging because electric car customers spend more time shopping while waiting for their rides to juice up.\u003c/p>\n\u003cp>But the realization that charging is a costly business has set in on Wall Street, and that doesn’t seem likely to change anytime soon. “Can public EV fast-charging stations be profitable in the United States?” the \u003ca href=\"https://www.mckinsey.com/features/mckinsey-center-for-future-mobility/our-insights/can-public-ev-fast-charging-stations-be-profitable-in-the-united-states\">consultancy McKinsey & Company asked\u003c/a>.\u003c/p>\n\u003cp>“The fervor, the excitement from the investor base, has definitely dwindled quite a bit, given the prospects that EV adoption in the U.S. is going to be slower, revenue growth is really slower, the path to profitability is going to be slower, and they might need more capital than everyone originally expected,” said Christopher Dendrinos, a financial analyst who covers electric car charging companies for the investment bank RBC Capital Markets.\u003c/p>\n\u003cp>The stakes are high for California when it comes to encouraging investments in expensive fast chargers: If 63,000 additional ones were built, California might need 402,000 fewer slower Level 2 chargers in 2030, according to an alternative \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=18\">forecast (PDF)\u003c/a> by the Energy Commission.\u003c/p>\n\u003ch2 class=\"wp-block-heading\">Billions of public dollars: Will it be enough?\u003c/h2>\n\u003cp>Nationwide, $53 billion to $127 billion in private investments and public funding is needed by 2030 to build chargers for about 33 million electric cars, \u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=7\">according to a federal estimate (PDF)\u003c/a>. Of that, about half would be for public chargers.\u003c/p>\n\u003cp>Congress and the Biden administration have set aside $5 billion for a national network of fast chargers. So far, only 33 of the eight locations have been built, but more than 14,000 others are in the works, according to the Federal Highway Administration. California’s share of the federal money totals $384 million; about 500 fast chargers will be built with an initial $40.5 million, Energy Commission spokesperson Lindsay Buckley said.\u003c/p>\n\u003cp>In addition, the state has spent $584 million to build more than \u003ca href=\"https://calmatters.org/wp-content/uploads/2024/07/Clean-Transportation-Program-Plan.pdf#page=27\">33,000 electric car chargers (PDF)\u003c/a> through its Clean Transportation Program, funded by fees drivers pay when they register cars. The Legislature \u003ca href=\"https://calmatters.org/environment/2023/09/hydrogen-cars-california-funding-legislature/\">extended that program\u003c/a> for an additional decade last year.\u003c/p>\n\u003cp>Newsom has committed to spending $1 billion through 2028 on chargers with his “\u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2022/09/Fact-Sheet-California-Climate-Commitment.pdf\">California Climate Commitment (PDF)\u003c/a>,” Buckley said. But this year, Newsom and the Legislature trimmed $167 million from the charger budget as the state faces a record deficit. A lobbyist for the Electric Vehicle Charging Association said, “The state pullback sends a very challenging message” to the industry.\u003c/p>\n\u003cp>California’s commitment to charger funding is “solid,” despite the cuts, Buckley said. They have not yet estimated the total investment needed in California to meet the targets.\u003c/p>\n\u003cp>However, Ted Lamm, a UC Berkeley Law researcher who studies electric car infrastructure, said the magnitude of building what California needs in coming years likely dwarfs the public funding available.\u003c/p>\n\u003cp>State and federal programs will “only fund a fraction,” and the state needs to spend that money on lower-income communities, he said.\u003c/p>\n\u003cp>Another possible funding source is California’s \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard\">Low Carbon Fuel Standard, which is expected to be revised in November\u003c/a>. The program requires carbon-intensive fuel companies to pay for cleaner-burning transportation. Utilities get credits and use that money to pay for chargers, rebates to car buyers and grid improvements, said Laura Renger, executive director of the California Electric Transportation Coalition, which represents utilities.\u003c/p>\n\u003cp>“I think with that, we would have enough money,” Renger said. She said the program’s overhaul could help utilities invest “billions” in chargers and other electric car programs over the next two decades.\u003c/p>\n\u003ch2>Backlogged local permits and grid delays\u003c/h2>\n\u003cp>One of the biggest barriers to more chargers isn’t money. It’s that cities and counties are slow to approve plans for the vast number of stations needed.\u003c/p>\n\u003cp>State officials only have so much political power to compel local jurisdictions to do what they want — a reality made \u003ca href=\"https://calmatters.org/housing/2024/01/california-zoning/\">abundantly clear\u003c/a> by the \u003ca href=\"https://calmatters.org/tag/housing-crisis/\">housing crisis\u003c/a>, for instance. California relies on grants and persuasion to accomplish its goals, and the slow build-out of chargers shows how those strategies can fall short, said Stanford’s Cain.\u003c/p>\n\u003cp>“The locals cannot be compelled by regulatory agencies to make land and resources available for what the state wants to achieve,” Cain said.\u003c/p>\n\u003cp>The same obstacles have marked the state’s broader effort to electrify California and switch to clean energy. Local opposition and environmental reviews sometimes hold up \u003ca href=\"https://calmatters.org/environment/2022/08/renewable-energy-california-counties/\">large solar projects\u003c/a> and \u003ca href=\"https://calmatters.org/politics/2024/07/ceqa-california-energy-grid-state-parks/\">transmission projects\u003c/a> for years.\u003c/p>\n\u003cp>California has created a “culture of regulation that emphasizes the need to be extra careful and extra perfect, but this takes an incredible amount of time,” Steve Bohlen, senior director of government affairs at Lawrence Livermore National Laboratory, said last month at the \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/258152?t=2513&f=37ff81eefb4f72eb25bbcb88ea60fd30\">inaugural hearing of the state Assembly’s Select Committee on Permitting Reform\u003c/a>.\u003c/p>\n\u003cp>“We’re moving into a period of rapid change, and so perfect can’t be the enemy of the good.”\u003c/p>\n\u003cfigure id=\"attachment_11995836\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: Workers install a transformer to power electric car chargers in Calexico. Right: A row of new public chargers there. \u003ccite>(Adriana Heldiz/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Chargers aren’t as complicated as large-scale solar or \u003ca href=\"https://calmatters.org/environment/2023/10/california-offshore-wind-humboldt/\">offshore wind projects\u003c/a>. However, most chargers installed in public spaces need a land-use or encroachment permit, among other approvals.\u003cstrong> \u003c/strong>California has \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/permitting-electric-vehicle-charging-stations-best-practices/\">passed laws\u003c/a> requiring local jurisdictions to streamline permits for chargers. What’s more, the Governor’s Office of Business Development now grades cities and counties using a \u003ca href=\"https://business.ca.gov/wp-content/uploads/2020/01/Permitting-Electric-Vehicle-Charging-Stations-Scorecard.pdf\">scorecard (PDF)\u003c/a> and \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/\">maintains a map\u003c/a> displaying who has or hasn’t made life easier for car charger builders. But these strategies only go so far.\u003c/p>\n\u003cp>“It doesn’t matter how many requirements you put on [local governments],” Lamm said. “If they just don’t have the time in the day to do it … it’s going to sit in the backlog because that’s how it works.”\u003c/p>\n\u003cp>The delays have consequences. Getting a station permitted in California, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">takes 26% longer (PDF)\u003c/a> than the national average, Electrify America reported. Designing and constructing a station in California can cost, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">37% more (PDF)\u003c/a> than in other states because of delays in permitting and grid connections. A utility, on average, takes 17 weeks after work is completed to connect chargers to the grid, Electric America said.\u003c/p>\n\u003cp>Powering large charging projects often requires grid upgrades, which can take a year or more for approval, said Chanel Parson, a director at Southern California Edison. Supply chain issues also make getting the right equipment a challenge.\u003c/p>\n\u003cp>Edison, which has a 10-year plan to meet expected demand, has asked the utilities commission for approval to upgrade the grid where it anticipates high charging demand.\u003c/p>\n\u003cp>“Every EV charging infrastructure project is a major construction project,” Parson said. “There are a number of variables that influence how long it takes to complete the project.”\u003c/p>\n\u003ch2>Impatient with broken chargers, bad service\u003c/h2>\n\u003cp>Inspired to help the nation reduce its dependence on fossil fuels, Zach Schiff-Abrams of Los Angeles bought a Genesis GV60. As a renter, he has relied on public charging, primarily using Electrify America stations — and that’s been his biggest problem about owning an electric car.\u003c/p>\n\u003cp>Charging speeds have been inconsistent, he said, with half-hour sessions providing only a 15% to 30% charge, and he often encounters broken chargers.\u003c/p>\n\u003cp>“I believe in electrical, so I’m really actually trying to be a responsible consumer,” Schiff-Abrams said. “I want to report them when they’re down, but the customer service is horrible.”\u003c/p>\n\u003cfigure id=\"attachment_11995802\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995802\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Electric vehicles line up at a busy Electrify America charging station in Kettleman City, Kings County. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For years, the reliability of charging networks has been a well-documented problem. Only \u003ca href=\"https://papers.ssrn.com/sol3/papers.cfm?abstract_id=4077554\">73% of fast chargers in the San Francisco Bay Area were functional\u003c/a> in a 2022 study. The growth of the EV market has put increasing strain on public charging stations, \u003ca href=\"https://www.jdpower.com/business/press-releases/2022-us-electric-vehicle-experience-evx-public-charging-study\">a consumer survey found\u003c/a>.\u003c/p>\n\u003cp>In \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=31\">January (PDF)\u003c/a>, the California Air Resources Board approved a final $200 million spending plan for Electrify America — but not before board chair Liane Randolph scolded its CEO.\u003c/p>\n\u003cp>Randolph — arguably one of America’s top climate regulators — told CEO Robert Barrosa about an exchange she had with his company’s customer service line after finding a broken charger at a station along Interstate 5.\u003c/p>\n\u003cp>“It didn’t work,” Randolph said during the board meeting. “Called the customer service line, waited like 10-ish minutes. … [The charger] was showing operable on the app and the guy goes, ‘Oh, my data is showing me that it has not had a successful charge in three days.’”\u003c/p>\n\u003cp>“These issues are not easy,” Barrosa responded. “Our head is not in the sand,” he \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=45\">told board members (PDF)\u003c/a> earlier. “We are listening to customers.”\u003c/p>\n\u003cp>But Randolph, addressing journalists at a \u003ca href=\"https://www.sej.org/initiatives/coverage-sejs-33rd-annual-conference#mini-workshop8-04062024\">conference in Philadelphia\u003c/a>, pushed back against the idea that because the transition to electric vehicles is happening gradually that, it’s a failure. Many people will rely on charging at home or work, and batteries are becoming more efficient.\u003c/p>\n\u003cp>“The infrastructure is continuing to be rolled out at a rapid pace,” Randolph said. “It doesn’t all have to be perfect instantly. It’s a process. And it’s a process that’s continuing to move.”\u003c/p>\n\u003cp>\u003cem>Data journalists Erica Yee and Arfa Momin contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Public chargers must be built at an unprecedented pace to meet the target in less than seven years and then doubled to 2 million in 2035. The high cost is just one obstacle.",
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"title": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals? | KQED",
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"nprByline": "\u003ca href=\"https://calmatters.org/author/alejandro-lazo/\">Alejandro Lazo\u003c/a>, CalMatters",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California will have to build public charging stations at an unprecedented — and some experts say unrealistic — pace to meet the needs of the 7 million electric cars expected on its roads in less than seven years.\u003c/p>\n\u003cp>The sheer scale of the build-out has alarmed many experts and lawmakers, who fear that the state won’t be prepared as Californians purchase more electric cars.\u003c/p>\n\u003cp>A million public chargers are needed in California by the end of 2030, according to the \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">state’s projections\u003c/a> — almost 10 times more than the \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/electric\">number available to drivers\u003c/a> in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then, the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A robust network of public chargers — akin to the state’s more than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/california-retail-fuel-outlet-annual-reporting\">8,000 gas stations\u003c/a> — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years.\u003c/p>\n\u003cp>“It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration but unrealistic,” said Stanford professor Bruce Cain, who coauthored a \u003ca href=\"https://siepr.stanford.edu/publications/policy-brief/overcoming-roadblocks-californias-public-ev-charging-infrastructure\">policy briefing\u003c/a> detailing California’s electric vehicle charging problems. “This is a wakeup call that we address potential institutional and policy obstacles more seriously before we commit blindly.”\u003c/p>\n\u003cp>Under California’s landmark \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/#:~:text=This%20regulation%20will%20essentially%20end,and%20100%25%20for%202035%20models.\">electric car mandate\u003c/a>, a pillar of Gov. Gavin Newsom’s \u003ca href=\"https://calmatters.org/environment/2020/09/california-ban-gasoline-powered-cars-in-2035/\">climate change agenda\u003c/a>, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% by 2035, when 15 million electric cars are expected in California.\u003c/p>\n\u003cp>“We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/256707?t=787&f=9187f5030274d8f03a4f6e590a116f76\">who introduced\u003c/a> a package of unsuccessful bills last year aimed at expanding access to car chargers.\u003c/p>\n\u003cp>“We are way behind where we need to be,” Gabriel told CalMatters.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://graphic-ev-chargers.netlify.app/?initialWidth=780&childId=pym_0&parentTitle=CA%20needs%20a%20million%20EV%20chargers%20but%20experts%20say%20that%E2%80%99s%20unlikely%20-%20CalMatters&parentUrl=https%3A%2F%2Fcalmatters.org%2Fenvironment%2Fclimate-change%2F2024%2F07%2Fcalifornia-electric-car-chargers-unrealistic-goals%2F\" width=\"800\" height=\"550\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Big obstacles stand in the way of amping up the pace of new charging stations in public places. California will need billions of dollars in state, federal and private investments, streamlined city and county permitting processes, \u003ca href=\"https://calmatters.org/environment/2023/01/california-electric-cars-grid/?series=california-electric-vehicles\">major power grid upgrades\u003c/a> and accelerated efforts by utilities to connect chargers to the grid.\u003c/p>\n\u003cp>State officials are also tasked with ensuring that charging stations are available statewide, in \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">rural and less-affluent areas\u003c/a> where private companies are reluctant to invest, and that they are reliable and functioning whenever drivers pull up.\u003c/p>\n\u003cp>In Pacific Gas & Electric’s vast service area, home to 40% of all Californians, electric car purchases are moving twice as fast as the build-out of charging stations, said Lydia Krefta, the utility’s director of clean energy transportation. Californians now own \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/light\">more than 1.5 million\u003c/a> battery-powered cars.\u003c/p>\n\u003cp>Patty Monahan, who’s on the Energy Commission, the state agency responsible for funding and guiding the ramp-up, told CalMatters that she is confident that California can build the chargers its residents need in time.\u003c/p>\n\u003cp>The agency’s estimate of the current chargers is likely an undercount, she said. In addition, fast-charging stations could play a bigger role than initially projected, meaning hundreds of thousands of fewer chargers might be needed. Also, as the ranges and charging speeds on cars improve, there may be less demand for public chargers.\u003c/p>\n\u003cp>“California has a history of defying the odds,” Monahan said. “We have a history of advancing clean cars, clean energy, writ-large. We have naysayers left and right saying you can’t do it, and then we do it.”\u003c/p>\n\u003ch2>Barriers to private investments: an uncertain market\u003c/h2>\n\u003cp>On a September day last year, Monahan spoke behind a podium in the parking lot of a Bay Area grocery store. A row of newly constructed car chargers rose behind her.\u003c/p>\n\u003cp>“Let’s celebrate for a moment,” she said.\u003c/p>\n\u003cp>California had met its goal of 10,000 fast electric chargers statewide — two years ahead of the \u003ca href=\"https://archive.gov.ca.gov/archive/gov39/2018/01/26/governor-brown-takes-action-to-increase-zero-emission-vehicles-fund-new-climate-investments/index.html\">target\u003c/a> set in 2018.\u003c/p>\n\u003cfigure id=\"attachment_11995800\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995800\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">California Energy Commissioner Patty Monahan speaks during the launch of an EVgo fast charging station in Union City on Sept. 25, 2023. \u003ccite>(Loren Elliott for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fast chargers, like the new ones at the grocery store, are increasingly seen as critical to meeting the needs of drivers. They can \u003ca href=\"https://www.transportation.gov/urban-e-mobility-toolkit/e-mobility-basics/charging-speeds\">power a car to 80%\u003c/a> in 20 minutes to an hour, while the typical charger in use today, a slower Level 2, takes from four to 10 hours.\u003c/p>\n\u003cp>But installing and operating fast chargers is an expensive business — one that doesn’t easily turn a profit.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=46\">Nationwide, each fast charger (PDF)\u003c/a> can cost up to $117,000, according to a 2023 study. And in California, it could be even more — between $122,000 and $440,000 each, according to \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2213624X23000238\">a separate study\u003c/a>, although the Energy Commission said the range was $110,000 to $125,000 for \u003ca href=\"https://calevip.org/\">one of its programs\u003c/a>.\u003c/p>\n\u003cp>Most of America’s publicly traded charger companies have been forced to seek more financing, lay off workers and slow their network build-outs, analysts said. \u003ca href=\"https://www.google.com/finance/quote/EVGO:NASDAQ?window=MAX\">EVgo\u003c/a>, for instance, has seen its share price crater, as has \u003ca href=\"https://www.google.com/finance/quote/CHPT:NYSE?window=MAX\">ChargePoint\u003c/a>, which specializes in selling the slower Level 2 hardware.\u003c/p>\n\u003cp>California stands apart from other states — it has by far the most chargers and electric car sales and more incentives and policies encouraging them.\u003c/p>\n\u003cp>Tesla, America’s top-selling electric car manufacturer, dominates fast-charging in both California and the U.S. — but the company didn’t get into the business to sell charges to drivers; it got into the charger business to sell its electric cars. Initially Tesla Superchargers were exclusive to its drivers, but \u003ca href=\"https://www.tesla.com/support/supercharging-other-evs#charge-if-not-tesla-vehicle\">starting this year\u003c/a> other EV drivers can use them after Tesla \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2023/05/25/ford-ev-customers-to-gain-access-to-12-000-tesla-superchargers--.html\">provided ports to Ford\u003c/a> and other automakers.\u003c/p>\n\u003cp>Tesla’s manufacturing prowess, supply chain dominance and decade-plus of experience with fast chargers have given it an edge over competitors — a coterie of unprofitable, publicly traded startups, as well as private companies that often benefit from public subsidies, according to analysts.\u003c/p>\n\u003cp>“All the automakers joined forces with their biggest competitor,” said Loren McDonald, chief executive of the consulting firm EVAdoption. “If that doesn’t tell you how bad fast-charging networks and infrastructure were, I don’t know what else does.”\u003c/p>\n\u003cfigure id=\"attachment_11995801\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995801\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Tesla vehicles charge at a Supercharger lot in Kettleman City on June 23, 2024. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11995832\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995832\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: An EVgo fast charger at El Mercado Plaza Shopping Center in Union City. Right: A Hyundai Ioniq 6 charges at an Electrify America station in Oakland. \u003ccite>(Loren Elliott and Camille Cohen for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, Tesla is showing \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">uncertainty about the future of its charging business\u003c/a> amid slumping car sales and \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">eliminating nearly its entire\u003c/a> 500-member Supercharger team in April. Then chief executive Elon Musk said in May that he would \u003ca href=\"https://x.com/elonmusk/status/1788834859110002716?lang=en\">spend $500 million\u003c/a> to expand the network and \u003ca href=\"https://www.bloomberg.com/news/articles/2024-05-13/tesla-rehires-some-supercharger-workers-weeks-after-musk-s-culling?accessToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJzb3VyY2UiOiJTdWJzY3JpYmVyR2lmdGVkQXJ0aWNsZSIsImlhdCI6MTcxNTYyMjU0MiwiZXhwIjoxNzE2MjI3MzQyLCJhcnRpY2xlSWQiOiJTREVRQjJUMEFGQjQwMCIsImJjb25uZWN0SWQiOiIzNDVFQTA0MjNBMUQ0NTI2QjY1QkNBNUZDRUJGQThGNiJ9.2RNvF37kKk0-xvIIdZ-YnoQY2ND7fdX3l67QJ5XqjBk\">hired back\u003c/a> some fired workers.\u003c/p>\n\u003cp>In California, Electrify America, a privately held company, was created by Volkswagen as a settlement for \u003ca href=\"https://ww2.arb.ca.gov/news/california-receive-153m-final-settlement-volkswagen\">cheating on emissions tests\u003c/a> for its gas-powered cars. The company is spending $800 million on California chargers, building a robust network of 260 stations, with more than half in lower-income communities, including \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">the state’s worst charging desert\u003c/a>, Imperial County.\u003c/p>\n\u003cp>The problem is Electrify America was ranked dead last in a \u003ca href=\"https://www.jdpower.com/business/press-releases/2023-us-electric-vehicle-experience-evx-public-charging-study\">consumer survey\u003c/a> last year, and reliability problems and customer complaints have plagued its chargers. The California Air Resources Board in January \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/books/2024/012524/prores24-2.pdf#page=5\">directed Electrify America (PDF)\u003c/a> to “strive to achieve charger reliability consistent with the state of the industry.” A company spokesperson said the dissatisfaction showed “an industry in its growth trajectory.” There are signs of improvement, based on \u003ca href=\"https://www.jdpower.com/business/resources/are-recent-improvements-public-ev-charging-infrastructure-enough-reverse\">consumer data from the first three months\u003c/a> of this year.\u003c/p>\n\u003cp>Startups continue to jump into the charging business, with the number of companies offering fast chargers growing from 14 in 2020 to 41 in 2024, EVAdoption said. Seven carmakers formed a \u003ca href=\"https://www.nytimes.com/2023/07/26/business/energy-environment/electric-vehicles-fast-chargers-automakers.html\">$1 billion venture\u003c/a> to build a 30,000-charger network in North America. And \u003ca href=\"https://www.eenews.net/articles/big-winner-in-bidens-ev-charging-revolution-gas-stations/\">gas stations\u003c/a> such as Circle K offer more charging because electric car customers spend more time shopping while waiting for their rides to juice up.\u003c/p>\n\u003cp>But the realization that charging is a costly business has set in on Wall Street, and that doesn’t seem likely to change anytime soon. “Can public EV fast-charging stations be profitable in the United States?” the \u003ca href=\"https://www.mckinsey.com/features/mckinsey-center-for-future-mobility/our-insights/can-public-ev-fast-charging-stations-be-profitable-in-the-united-states\">consultancy McKinsey & Company asked\u003c/a>.\u003c/p>\n\u003cp>“The fervor, the excitement from the investor base, has definitely dwindled quite a bit, given the prospects that EV adoption in the U.S. is going to be slower, revenue growth is really slower, the path to profitability is going to be slower, and they might need more capital than everyone originally expected,” said Christopher Dendrinos, a financial analyst who covers electric car charging companies for the investment bank RBC Capital Markets.\u003c/p>\n\u003cp>The stakes are high for California when it comes to encouraging investments in expensive fast chargers: If 63,000 additional ones were built, California might need 402,000 fewer slower Level 2 chargers in 2030, according to an alternative \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=18\">forecast (PDF)\u003c/a> by the Energy Commission.\u003c/p>\n\u003ch2 class=\"wp-block-heading\">Billions of public dollars: Will it be enough?\u003c/h2>\n\u003cp>Nationwide, $53 billion to $127 billion in private investments and public funding is needed by 2030 to build chargers for about 33 million electric cars, \u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=7\">according to a federal estimate (PDF)\u003c/a>. Of that, about half would be for public chargers.\u003c/p>\n\u003cp>Congress and the Biden administration have set aside $5 billion for a national network of fast chargers. So far, only 33 of the eight locations have been built, but more than 14,000 others are in the works, according to the Federal Highway Administration. California’s share of the federal money totals $384 million; about 500 fast chargers will be built with an initial $40.5 million, Energy Commission spokesperson Lindsay Buckley said.\u003c/p>\n\u003cp>In addition, the state has spent $584 million to build more than \u003ca href=\"https://calmatters.org/wp-content/uploads/2024/07/Clean-Transportation-Program-Plan.pdf#page=27\">33,000 electric car chargers (PDF)\u003c/a> through its Clean Transportation Program, funded by fees drivers pay when they register cars. The Legislature \u003ca href=\"https://calmatters.org/environment/2023/09/hydrogen-cars-california-funding-legislature/\">extended that program\u003c/a> for an additional decade last year.\u003c/p>\n\u003cp>Newsom has committed to spending $1 billion through 2028 on chargers with his “\u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2022/09/Fact-Sheet-California-Climate-Commitment.pdf\">California Climate Commitment (PDF)\u003c/a>,” Buckley said. But this year, Newsom and the Legislature trimmed $167 million from the charger budget as the state faces a record deficit. A lobbyist for the Electric Vehicle Charging Association said, “The state pullback sends a very challenging message” to the industry.\u003c/p>\n\u003cp>California’s commitment to charger funding is “solid,” despite the cuts, Buckley said. They have not yet estimated the total investment needed in California to meet the targets.\u003c/p>\n\u003cp>However, Ted Lamm, a UC Berkeley Law researcher who studies electric car infrastructure, said the magnitude of building what California needs in coming years likely dwarfs the public funding available.\u003c/p>\n\u003cp>State and federal programs will “only fund a fraction,” and the state needs to spend that money on lower-income communities, he said.\u003c/p>\n\u003cp>Another possible funding source is California’s \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard\">Low Carbon Fuel Standard, which is expected to be revised in November\u003c/a>. The program requires carbon-intensive fuel companies to pay for cleaner-burning transportation. Utilities get credits and use that money to pay for chargers, rebates to car buyers and grid improvements, said Laura Renger, executive director of the California Electric Transportation Coalition, which represents utilities.\u003c/p>\n\u003cp>“I think with that, we would have enough money,” Renger said. She said the program’s overhaul could help utilities invest “billions” in chargers and other electric car programs over the next two decades.\u003c/p>\n\u003ch2>Backlogged local permits and grid delays\u003c/h2>\n\u003cp>One of the biggest barriers to more chargers isn’t money. It’s that cities and counties are slow to approve plans for the vast number of stations needed.\u003c/p>\n\u003cp>State officials only have so much political power to compel local jurisdictions to do what they want — a reality made \u003ca href=\"https://calmatters.org/housing/2024/01/california-zoning/\">abundantly clear\u003c/a> by the \u003ca href=\"https://calmatters.org/tag/housing-crisis/\">housing crisis\u003c/a>, for instance. California relies on grants and persuasion to accomplish its goals, and the slow build-out of chargers shows how those strategies can fall short, said Stanford’s Cain.\u003c/p>\n\u003cp>“The locals cannot be compelled by regulatory agencies to make land and resources available for what the state wants to achieve,” Cain said.\u003c/p>\n\u003cp>The same obstacles have marked the state’s broader effort to electrify California and switch to clean energy. Local opposition and environmental reviews sometimes hold up \u003ca href=\"https://calmatters.org/environment/2022/08/renewable-energy-california-counties/\">large solar projects\u003c/a> and \u003ca href=\"https://calmatters.org/politics/2024/07/ceqa-california-energy-grid-state-parks/\">transmission projects\u003c/a> for years.\u003c/p>\n\u003cp>California has created a “culture of regulation that emphasizes the need to be extra careful and extra perfect, but this takes an incredible amount of time,” Steve Bohlen, senior director of government affairs at Lawrence Livermore National Laboratory, said last month at the \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/258152?t=2513&f=37ff81eefb4f72eb25bbcb88ea60fd30\">inaugural hearing of the state Assembly’s Select Committee on Permitting Reform\u003c/a>.\u003c/p>\n\u003cp>“We’re moving into a period of rapid change, and so perfect can’t be the enemy of the good.”\u003c/p>\n\u003cfigure id=\"attachment_11995836\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: Workers install a transformer to power electric car chargers in Calexico. Right: A row of new public chargers there. \u003ccite>(Adriana Heldiz/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Chargers aren’t as complicated as large-scale solar or \u003ca href=\"https://calmatters.org/environment/2023/10/california-offshore-wind-humboldt/\">offshore wind projects\u003c/a>. However, most chargers installed in public spaces need a land-use or encroachment permit, among other approvals.\u003cstrong> \u003c/strong>California has \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/permitting-electric-vehicle-charging-stations-best-practices/\">passed laws\u003c/a> requiring local jurisdictions to streamline permits for chargers. What’s more, the Governor’s Office of Business Development now grades cities and counties using a \u003ca href=\"https://business.ca.gov/wp-content/uploads/2020/01/Permitting-Electric-Vehicle-Charging-Stations-Scorecard.pdf\">scorecard (PDF)\u003c/a> and \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/\">maintains a map\u003c/a> displaying who has or hasn’t made life easier for car charger builders. But these strategies only go so far.\u003c/p>\n\u003cp>“It doesn’t matter how many requirements you put on [local governments],” Lamm said. “If they just don’t have the time in the day to do it … it’s going to sit in the backlog because that’s how it works.”\u003c/p>\n\u003cp>The delays have consequences. Getting a station permitted in California, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">takes 26% longer (PDF)\u003c/a> than the national average, Electrify America reported. Designing and constructing a station in California can cost, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">37% more (PDF)\u003c/a> than in other states because of delays in permitting and grid connections. A utility, on average, takes 17 weeks after work is completed to connect chargers to the grid, Electric America said.\u003c/p>\n\u003cp>Powering large charging projects often requires grid upgrades, which can take a year or more for approval, said Chanel Parson, a director at Southern California Edison. Supply chain issues also make getting the right equipment a challenge.\u003c/p>\n\u003cp>Edison, which has a 10-year plan to meet expected demand, has asked the utilities commission for approval to upgrade the grid where it anticipates high charging demand.\u003c/p>\n\u003cp>“Every EV charging infrastructure project is a major construction project,” Parson said. “There are a number of variables that influence how long it takes to complete the project.”\u003c/p>\n\u003ch2>Impatient with broken chargers, bad service\u003c/h2>\n\u003cp>Inspired to help the nation reduce its dependence on fossil fuels, Zach Schiff-Abrams of Los Angeles bought a Genesis GV60. As a renter, he has relied on public charging, primarily using Electrify America stations — and that’s been his biggest problem about owning an electric car.\u003c/p>\n\u003cp>Charging speeds have been inconsistent, he said, with half-hour sessions providing only a 15% to 30% charge, and he often encounters broken chargers.\u003c/p>\n\u003cp>“I believe in electrical, so I’m really actually trying to be a responsible consumer,” Schiff-Abrams said. “I want to report them when they’re down, but the customer service is horrible.”\u003c/p>\n\u003cfigure id=\"attachment_11995802\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995802\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Electric vehicles line up at a busy Electrify America charging station in Kettleman City, Kings County. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For years, the reliability of charging networks has been a well-documented problem. Only \u003ca href=\"https://papers.ssrn.com/sol3/papers.cfm?abstract_id=4077554\">73% of fast chargers in the San Francisco Bay Area were functional\u003c/a> in a 2022 study. The growth of the EV market has put increasing strain on public charging stations, \u003ca href=\"https://www.jdpower.com/business/press-releases/2022-us-electric-vehicle-experience-evx-public-charging-study\">a consumer survey found\u003c/a>.\u003c/p>\n\u003cp>In \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=31\">January (PDF)\u003c/a>, the California Air Resources Board approved a final $200 million spending plan for Electrify America — but not before board chair Liane Randolph scolded its CEO.\u003c/p>\n\u003cp>Randolph — arguably one of America’s top climate regulators — told CEO Robert Barrosa about an exchange she had with his company’s customer service line after finding a broken charger at a station along Interstate 5.\u003c/p>\n\u003cp>“It didn’t work,” Randolph said during the board meeting. “Called the customer service line, waited like 10-ish minutes. … [The charger] was showing operable on the app and the guy goes, ‘Oh, my data is showing me that it has not had a successful charge in three days.’”\u003c/p>\n\u003cp>“These issues are not easy,” Barrosa responded. “Our head is not in the sand,” he \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=45\">told board members (PDF)\u003c/a> earlier. “We are listening to customers.”\u003c/p>\n\u003cp>But Randolph, addressing journalists at a \u003ca href=\"https://www.sej.org/initiatives/coverage-sejs-33rd-annual-conference#mini-workshop8-04062024\">conference in Philadelphia\u003c/a>, pushed back against the idea that because the transition to electric vehicles is happening gradually that, it’s a failure. Many people will rely on charging at home or work, and batteries are becoming more efficient.\u003c/p>\n\u003cp>“The infrastructure is continuing to be rolled out at a rapid pace,” Randolph said. “It doesn’t all have to be perfect instantly. It’s a process. And it’s a process that’s continuing to move.”\u003c/p>\n\u003cp>\u003cem>Data journalists Erica Yee and Arfa Momin contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"order": 10
},
"link": "/californiareportmagazine",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM3NjkwNjk1OTAz",
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},
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"id": "city-arts",
"title": "City Arts & Lectures",
"info": "A one-hour radio program to hear celebrated writers, artists and thinkers address contemporary ideas and values, often discussing the creative process. Please note: tapes or transcripts are not available",
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"airtime": "SUN 1pm-2pm, TUE 10pm, WED 1am",
"meta": {
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"rss": "https://www.cityarts.net/feed/"
}
},
"closealltabs": {
"id": "closealltabs",
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"officialWebsiteLink": "/podcasts/closealltabs",
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"order": 1
},
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"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 />",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy",
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"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. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"source": "Commonwealth Club of California"
},
"link": "/radio/program/commonwealth-club",
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"source": "kqed",
"order": 9
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz",
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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
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"id": "fresh-air",
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"link": "/radio/program/fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/381444908/podcast.xml"
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"rss": "https://feeds.npr.org/510051/podcast.xml"
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},
"hidden-brain": {
"id": "hidden-brain",
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
"link": "/radio/program/hidden-brain",
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},
"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
"imageSrc": "https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png",
"officialWebsiteLink": "https://www.npr.org/podcasts/510313/how-i-built-this",
"airtime": "SUN 7:30pm-8pm",
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},
"link": "/radio/program/how-i-built-this",
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"npr": "https://rpb3r.app.goo.gl/3zxy",
"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
"link": "/podcasts/hyphenacion",
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"spotify": "https://open.spotify.com/show/2p3Fifq96nw9BPcmFdIq0o?si=39209f7b25774f38",
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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"apple": "https://itunes.apple.com/us/podcast/id1492194549",
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}
},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/latino-usa",
"subscribe": {
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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"rss": "https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"
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},
"masters-of-scale": {
"id": "masters-of-scale",
"title": "Masters of Scale",
"info": "Masters of Scale is an original podcast in which LinkedIn co-founder and Greylock Partner Reid Hoffman sets out to describe and prove theories that explain how great entrepreneurs take their companies from zero to a gazillion in ingenious fashion.",
"airtime": "Every other Wednesday June 12 through October 16 at 8pm (repeats Thursdays at 2am)",
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"officialWebsiteLink": "https://mastersofscale.com/",
"meta": {
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"source": "WaitWhat"
},
"link": "/radio/program/masters-of-scale",
"subscribe": {
"apple": "http://mastersofscale.app.link/",
"rss": "https://rss.art19.com/masters-of-scale"
}
},
"mindshift": {
"id": "mindshift",
"title": "MindShift",
"tagline": "A podcast about the future of learning and how we raise our kids",
"info": "The MindShift podcast explores the innovations in education that are shaping how kids learn. Hosts Ki Sung and Katrina Schwartz introduce listeners to educators, researchers, parents and students who are developing effective ways to improve how kids learn. We cover topics like how fed-up administrators are developing surprising tactics to deal with classroom disruptions; how listening to podcasts are helping kids develop reading skills; the consequences of overparenting; and why interdisciplinary learning can engage students on all ends of the traditional achievement spectrum. This podcast is part of the MindShift education site, a division of KQED News. KQED is an NPR/PBS member station based in San Francisco. You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED MindShift: How We Will Learn",
"officialWebsiteLink": "/mindshift/",
"meta": {
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"source": "kqed",
"order": 12
},
"link": "/podcasts/mindshift",
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. 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. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. 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": {
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"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"
}
},
"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/",
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"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 daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
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"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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