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"content": "\u003cp>The U.S. Department of Justice announced on Friday that it is suing California over its emission standards for trucks, escalating the battle over the state’s authority to set its own \u003ca href=\"https://www.kqed.org/science/1997300/trump-blocks-californias-ev-rules-state-sues-in-response\">clean air standards\u003c/a>.\u003c/p>\n\u003cp>The DOJ filed two complaints in federal courts against the California Air Resources Board over a partnership the state inked with heavy-duty truck and engine manufacturers.\u003c/p>\n\u003cp>Through the \u003ca href=\"https://ww2.arb.ca.gov/clean-truck-partnership-home\">Clean Truck Partnership\u003c/a>, the Truck and Engine Manufacturers Association and other major truck manufacturers agreed in 2023 to meet the state’s vehicle standards that require the sale and adoption of zero-emissions technology. The manufacturers pledged to do so regardless of any legal challenges that might arise to the state’s authority to set more stringent emission standards.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In exchange, CARB agreed to work with manufacturers and provide more lead time to meet regulatory requirements before imposing new regulations.\u003c/p>\n\u003cp>The DOJ argues in its \u003ca href=\"https://www.justice.gov/opa/pr/justice-department-sues-california-end-enforcement-unlawful-emissions-standards-trucks\">press release\u003c/a> that the federal Clean Air Act preempts state regulations of vehicle emissions unless the Environmental Protection Agency grants California a waiver. In June, President Donald Trump signed into law congressional resolutions to invalidate waivers previously adopted by the Biden administration, including the state’s \u003ca href=\"https://www.kqed.org/science/1997300/trump-blocks-californias-ev-rules-state-sues-in-response\">ban on the sale of new gasoline-powered cars beginning by 2035\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12047614\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12047614\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Highway101SanMateoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1346\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Highway101SanMateoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Highway101SanMateoGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Highway101SanMateoGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic is congested in both directions during the peak morning commute on Highway 101 at the southbound Poplar Avenue exit in San Mateo, California, on July 13, 2016. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Agreement, contract, partnership, mandate — whatever California wants to call it, this unlawful action attempts to undermine federal law,” Adam Gustafson, acting assistant attorney general for the Environment and Natural Resources Division at the DOJ, wrote in a statement.\u003c/p>\n\u003cp>CARB declined to comment, citing pending litigation.\u003c/p>\n\u003cp>Brian Beveridge, executive director of the West Oakland Environmental Indicators Project, said he is not surprised because the Trump administration has been “committed to rolling back environmental standards on every front.”\u003c/p>\n\u003cp>“We’re awash in diesel emissions and this administration doesn’t care,” Beveridge said. “It’s been amazing to me how the minute the administration took on this kind of a fight, all of these industries just decided, ‘The gloves are off, we don’t have to do any of that stuff.’”[aside postID=news_12050096 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-CAP-AND-TRADE-ENVIRO-JUSTICE-MD-04-KQED.jpg']The DOJ complaints come after four truck manufacturers filed a lawsuit against CARB this week over its zero-emission vehicle plan, stating the manufacturers were “caught in the crossfire” between California’s demands and the federal government.\u003c/p>\n\u003cp>Andrea Issod, a senior attorney with the Sierra Club’s Environmental Law Program, said she doesn’t buy that argument.\u003c/p>\n\u003cp>“They’re painting this story that they’re caught between the federal and state regulators and the trucking companies are the victims,” Issod said. “It’s apparent they’ve been working with the Trump administration to back out of the obligations that they made with California.”\u003c/p>\n\u003cp>The Federal Trade Commission, earlier this week, \u003ca href=\"https://www.ftc.gov/news-events/news/press-releases/2025/08/ftc-resolves-antitrust-concerns-arising-clean-truck-partnership\">closed its investigation\u003c/a> into whether truck and engine manufacturers and their trade association violated antitrust laws by entering the partnership. The commission wrote that the “agreement forced manufacturers to produce ‘zero emissions’ engines rather than internal combustion engines, and these output restrictions remained in place even if the CARB regulations were later invalidated.”\u003c/p>\n\u003cp>Issod said California has been clear that the state needs to reduce pollution to meet its obligations under the Clean Air Act and protect its residents.\u003c/p>\n\u003cp>“If these trucking companies want to back out of this agreement, California is going to be creative in other ways to get those reductions it needs,” Issod said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "The complaints from the Department of Justice are the latest attempt by the Trump administration to prevent California from enforcing its own clean-air standards.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The U.S. Department of Justice announced on Friday that it is suing California over its emission standards for trucks, escalating the battle over the state’s authority to set its own \u003ca href=\"https://www.kqed.org/science/1997300/trump-blocks-californias-ev-rules-state-sues-in-response\">clean air standards\u003c/a>.\u003c/p>\n\u003cp>The DOJ filed two complaints in federal courts against the California Air Resources Board over a partnership the state inked with heavy-duty truck and engine manufacturers.\u003c/p>\n\u003cp>Through the \u003ca href=\"https://ww2.arb.ca.gov/clean-truck-partnership-home\">Clean Truck Partnership\u003c/a>, the Truck and Engine Manufacturers Association and other major truck manufacturers agreed in 2023 to meet the state’s vehicle standards that require the sale and adoption of zero-emissions technology. The manufacturers pledged to do so regardless of any legal challenges that might arise to the state’s authority to set more stringent emission standards.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In exchange, CARB agreed to work with manufacturers and provide more lead time to meet regulatory requirements before imposing new regulations.\u003c/p>\n\u003cp>The DOJ argues in its \u003ca href=\"https://www.justice.gov/opa/pr/justice-department-sues-california-end-enforcement-unlawful-emissions-standards-trucks\">press release\u003c/a> that the federal Clean Air Act preempts state regulations of vehicle emissions unless the Environmental Protection Agency grants California a waiver. In June, President Donald Trump signed into law congressional resolutions to invalidate waivers previously adopted by the Biden administration, including the state’s \u003ca href=\"https://www.kqed.org/science/1997300/trump-blocks-californias-ev-rules-state-sues-in-response\">ban on the sale of new gasoline-powered cars beginning by 2035\u003c/a>.\u003c/p>\n\u003cfigure id=\"attachment_12047614\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12047614\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Highway101SanMateoGetty.jpg\" alt=\"\" width=\"2000\" height=\"1346\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Highway101SanMateoGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Highway101SanMateoGetty-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Highway101SanMateoGetty-1536x1034.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Traffic is congested in both directions during the peak morning commute on Highway 101 at the southbound Poplar Avenue exit in San Mateo, California, on July 13, 2016. \u003ccite>(Paul Chinn/The San Francisco Chronicle via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“Agreement, contract, partnership, mandate — whatever California wants to call it, this unlawful action attempts to undermine federal law,” Adam Gustafson, acting assistant attorney general for the Environment and Natural Resources Division at the DOJ, wrote in a statement.\u003c/p>\n\u003cp>CARB declined to comment, citing pending litigation.\u003c/p>\n\u003cp>Brian Beveridge, executive director of the West Oakland Environmental Indicators Project, said he is not surprised because the Trump administration has been “committed to rolling back environmental standards on every front.”\u003c/p>\n\u003cp>“We’re awash in diesel emissions and this administration doesn’t care,” Beveridge said. “It’s been amazing to me how the minute the administration took on this kind of a fight, all of these industries just decided, ‘The gloves are off, we don’t have to do any of that stuff.’”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The DOJ complaints come after four truck manufacturers filed a lawsuit against CARB this week over its zero-emission vehicle plan, stating the manufacturers were “caught in the crossfire” between California’s demands and the federal government.\u003c/p>\n\u003cp>Andrea Issod, a senior attorney with the Sierra Club’s Environmental Law Program, said she doesn’t buy that argument.\u003c/p>\n\u003cp>“They’re painting this story that they’re caught between the federal and state regulators and the trucking companies are the victims,” Issod said. “It’s apparent they’ve been working with the Trump administration to back out of the obligations that they made with California.”\u003c/p>\n\u003cp>The Federal Trade Commission, earlier this week, \u003ca href=\"https://www.ftc.gov/news-events/news/press-releases/2025/08/ftc-resolves-antitrust-concerns-arising-clean-truck-partnership\">closed its investigation\u003c/a> into whether truck and engine manufacturers and their trade association violated antitrust laws by entering the partnership. The commission wrote that the “agreement forced manufacturers to produce ‘zero emissions’ engines rather than internal combustion engines, and these output restrictions remained in place even if the CARB regulations were later invalidated.”\u003c/p>\n\u003cp>Issod said California has been clear that the state needs to reduce pollution to meet its obligations under the Clean Air Act and protect its residents.\u003c/p>\n\u003cp>“If these trucking companies want to back out of this agreement, California is going to be creative in other ways to get those reductions it needs,” Issod said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area-air-quality-management-district\">Bay Area Air District\u003c/a>\u003ca href=\"https://www.baaqmd.gov/~/media/files/communications-and-outreach/news-and-events/penalties-and-assessments/acme-complaint-081325.pdf\"> filed a lawsuit\u003c/a> this week against the operator of a Martinez landfill for allegedly violating air quality regulations set by local and state agencies.\u003c/p>\n\u003cp>The lawsuit alleges that the Acme Fill Corporation’s landfill, located at 950 Waterbird Way, illegally emitted methane and other toxic contaminants that exceeded the limits set by the Air District and the California Air Resources Board.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“We take our enforcement responsibilities seriously, and when facilities fail to comply with air quality regulations, we are prepared to pursue legal action to ensure violators are held accountable,” said Philip Fine, the Air District’s executive officer, in a statement.\u003c/p>\n\u003cp>The district is asking that the company pay up to $87,850 for its violations, with each violation costing $12,550 per day, according to the lawsuit.[aside postID=news_12048605 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/025_KQED_SchnitzerSteelPortofOakland_03082022_qed.jpg']Acme did not immediately respond to a request for comment.\u003c/p>\n\u003cp>The lawsuit comes nearly two years after the Air District said it conducted a compliance inspection on Aug. 24, 2023, that found four leaks that exceeded legal limits. The district said the inspection also found that the landfill’s gas collection system was leaking.\u003c/p>\n\u003cp>Two of those leaks exceeded methane and other organic compound limits by more than 30 and 20 times. The landfill exceeded emissions limits for one or two days, depending on the location of the leak, according to the complaint.\u003c/p>\n\u003cp>Methane is a “potent greenhouse gas that contributes significantly to climate change,” Fine said in the statement. The Air District said methane is also linked to respiratory and cardiovascular harm and can contribute to smog formation.\u003c/p>\n\u003cp>The district issued two notices of violations on Jan. 9, 2024, for the leaks, according to the lawsuit. On May 23, the Air District issued another — unrelated to the lawsuit — notice of violation that regulates the gas collection systems at landfills, according to public records. The status of those notices is pending.\u003c/p>\n\u003cp>Since the alleged 2023 violations, \u003ca href=\"https://www.baaqmd.gov/~/media/files/engineering/title-v-permits/a1464/a1464_acme_fill_corporation_072924_a-pdf.pdf?rev=dabb43c1de0e42ec8af02c44ed99d021&sc_lang=en\">an inspection \u003c/a>conducted last year by the Air District found that the landfill had come into compliance with air quality regulations.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/bay-area-air-quality-management-district\">Bay Area Air District\u003c/a>\u003ca href=\"https://www.baaqmd.gov/~/media/files/communications-and-outreach/news-and-events/penalties-and-assessments/acme-complaint-081325.pdf\"> filed a lawsuit\u003c/a> this week against the operator of a Martinez landfill for allegedly violating air quality regulations set by local and state agencies.\u003c/p>\n\u003cp>The lawsuit alleges that the Acme Fill Corporation’s landfill, located at 950 Waterbird Way, illegally emitted methane and other toxic contaminants that exceeded the limits set by the Air District and the California Air Resources Board.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“We take our enforcement responsibilities seriously, and when facilities fail to comply with air quality regulations, we are prepared to pursue legal action to ensure violators are held accountable,” said Philip Fine, the Air District’s executive officer, in a statement.\u003c/p>\n\u003cp>The district is asking that the company pay up to $87,850 for its violations, with each violation costing $12,550 per day, according to the lawsuit.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Acme did not immediately respond to a request for comment.\u003c/p>\n\u003cp>The lawsuit comes nearly two years after the Air District said it conducted a compliance inspection on Aug. 24, 2023, that found four leaks that exceeded legal limits. The district said the inspection also found that the landfill’s gas collection system was leaking.\u003c/p>\n\u003cp>Two of those leaks exceeded methane and other organic compound limits by more than 30 and 20 times. The landfill exceeded emissions limits for one or two days, depending on the location of the leak, according to the complaint.\u003c/p>\n\u003cp>Methane is a “potent greenhouse gas that contributes significantly to climate change,” Fine said in the statement. The Air District said methane is also linked to respiratory and cardiovascular harm and can contribute to smog formation.\u003c/p>\n\u003cp>The district issued two notices of violations on Jan. 9, 2024, for the leaks, according to the lawsuit. On May 23, the Air District issued another — unrelated to the lawsuit — notice of violation that regulates the gas collection systems at landfills, according to public records. The status of those notices is pending.\u003c/p>\n\u003cp>Since the alleged 2023 violations, \u003ca href=\"https://www.baaqmd.gov/~/media/files/engineering/title-v-permits/a1464/a1464_acme_fill_corporation_072924_a-pdf.pdf?rev=dabb43c1de0e42ec8af02c44ed99d021&sc_lang=en\">an inspection \u003c/a>conducted last year by the Air District found that the landfill had come into compliance with air quality regulations.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "smoke-from-californias-largest-wildfire-this-year-is-expected-to-hit-bay-area-today",
"title": "Smoke From California’s Largest Wildfire This Year Is Expected to Hit Bay Area on Tuesday",
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"content": "\u003cp>Smoke from California’s largest \u003ca href=\"https://www.kqed.org/wildfires\">wildfire\u003c/a> this year is expected to move into the Bay Area on Tuesday, prompting an air quality advisory from the Bay Area Air District.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12050852/fire-danger-on-the-rise-this-week-as-crews-battle-multiple-blazes-in-california\">Gifford Fire\u003c/a> is burning about 200 miles away in parts of Santa Barbara and San Luis Obispo counties, but air district spokesperson Aaron Richardson said southern winds overnight and into the morning brought a large plume over the Bay Area. That could result in smoky and hazy skies, and at higher elevations, the air district said the smell of smoke could be present.\u003c/p>\n\u003cp>“We’re not calling a full spare the air alert; we don’t think the impacts at ground level will be too bad,” Richardson said. “We might have some broader air quality, but we don’t expect federal health standards to be exceeded throughout the Bay Area.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Though the advisory covers the entire Bay Area, Richardson said portions of the South Bay and the East Bay are especially expected to see the impacts of the smoke.\u003c/p>\n\u003cp>Wildfire smoke contains fine particulate matter and other harmful pollutants, according to the district, and exposure is unhealthy, “even for short periods of time.”\u003c/p>\n\u003cfigure id=\"attachment_12042385\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042385\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Downtown Oakland is seen through the wildfire-caused haze in Oakland on Sept. 20, 2023. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The smoke can irritate eyes, airways and sinuses, which could result in coughing and a scratchy throat. Children, older adults and those with respiratory illnesses are among those especially at risk from the effects of smoke.\u003c/p>\n\u003cp>Richardson said the air district doesn’t expect high concentrations of smoke at ground levels on Tuesday, but it is monitoring the situation to see whether the advisory will need to be extended into Wednesday.[aside postID=news_12051487 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/GiffordFireAP.jpg']Conditions can “change rapidly,” and knowing the amount of smoke at ground levels as a result of the wildfire is hard to predict, according to the district.\u003c/p>\n\u003cp>Generally, Richardson said, when wildfire smoke is affecting the region, residents should stay inside with windows and doors closed. If not possible, residents can also reduce smoke exposure by setting their car systems to recirculate, which prevents outside air from getting inside.\u003c/p>\n\u003cp>Bay Area residents can monitor real-time smoke pollution levels in their area on the U.S. Environmental Protection Agency’s online \u003ca href=\"https://fire.airnow.gov/\">fire and smoke map\u003c/a>. The California Air Resources Board also offers a map of clean air centers with filtered air and good ventilation on its \u003ca href=\"https://ww2.arb.ca.gov/cleanaircenters\">website.\u003c/a>\u003c/p>\n\u003cp>The Gifford Fire has grown to 122,065 acres since it started Aug. 1, \u003ca href=\"https://www.fire.ca.gov/incidents/2025/8/1/gifford-fire\">according to Cal Fire\u003c/a>. The wildfire, the largest in the state this year, is 33% contained so far.\u003c/p>\n\u003cp>More than 4,800 personnel have been deployed to respond to the blaze, Cal Fire said. The California Office of Emergency Services said that 19 fire agencies from the Bay Area — including those from the San Francisco and Oakland fire departments — are \u003ca href=\"https://www.kqed.org/news/12051487/bay-area-fire-departments-dispatch-engines-strike-teams-to-fight-gifford-fire-in-slo\">assisting other first responders\u003c/a> with managing the fire.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "Winds overnight and into the morning brought a large plume from the Gifford Fire over the Bay Area, prompting an air quality advisory.",
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"title": "Smoke From California’s Largest Wildfire This Year Is Expected to Hit Bay Area on Tuesday | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Smoke from California’s largest \u003ca href=\"https://www.kqed.org/wildfires\">wildfire\u003c/a> this year is expected to move into the Bay Area on Tuesday, prompting an air quality advisory from the Bay Area Air District.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/news/12050852/fire-danger-on-the-rise-this-week-as-crews-battle-multiple-blazes-in-california\">Gifford Fire\u003c/a> is burning about 200 miles away in parts of Santa Barbara and San Luis Obispo counties, but air district spokesperson Aaron Richardson said southern winds overnight and into the morning brought a large plume over the Bay Area. That could result in smoky and hazy skies, and at higher elevations, the air district said the smell of smoke could be present.\u003c/p>\n\u003cp>“We’re not calling a full spare the air alert; we don’t think the impacts at ground level will be too bad,” Richardson said. “We might have some broader air quality, but we don’t expect federal health standards to be exceeded throughout the Bay Area.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Though the advisory covers the entire Bay Area, Richardson said portions of the South Bay and the East Bay are especially expected to see the impacts of the smoke.\u003c/p>\n\u003cp>Wildfire smoke contains fine particulate matter and other harmful pollutants, according to the district, and exposure is unhealthy, “even for short periods of time.”\u003c/p>\n\u003cfigure id=\"attachment_12042385\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12042385\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/06/230920-OAKLAND-AIR-QUALITY-MD-07_qed-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Downtown Oakland is seen through the wildfire-caused haze in Oakland on Sept. 20, 2023. \u003ccite>(Martin do Nascimento/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The smoke can irritate eyes, airways and sinuses, which could result in coughing and a scratchy throat. Children, older adults and those with respiratory illnesses are among those especially at risk from the effects of smoke.\u003c/p>\n\u003cp>Richardson said the air district doesn’t expect high concentrations of smoke at ground levels on Tuesday, but it is monitoring the situation to see whether the advisory will need to be extended into Wednesday.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Conditions can “change rapidly,” and knowing the amount of smoke at ground levels as a result of the wildfire is hard to predict, according to the district.\u003c/p>\n\u003cp>Generally, Richardson said, when wildfire smoke is affecting the region, residents should stay inside with windows and doors closed. If not possible, residents can also reduce smoke exposure by setting their car systems to recirculate, which prevents outside air from getting inside.\u003c/p>\n\u003cp>Bay Area residents can monitor real-time smoke pollution levels in their area on the U.S. Environmental Protection Agency’s online \u003ca href=\"https://fire.airnow.gov/\">fire and smoke map\u003c/a>. The California Air Resources Board also offers a map of clean air centers with filtered air and good ventilation on its \u003ca href=\"https://ww2.arb.ca.gov/cleanaircenters\">website.\u003c/a>\u003c/p>\n\u003cp>The Gifford Fire has grown to 122,065 acres since it started Aug. 1, \u003ca href=\"https://www.fire.ca.gov/incidents/2025/8/1/gifford-fire\">according to Cal Fire\u003c/a>. The wildfire, the largest in the state this year, is 33% contained so far.\u003c/p>\n\u003cp>More than 4,800 personnel have been deployed to respond to the blaze, Cal Fire said. The California Office of Emergency Services said that 19 fire agencies from the Bay Area — including those from the San Francisco and Oakland fire departments — are \u003ca href=\"https://www.kqed.org/news/12051487/bay-area-fire-departments-dispatch-engines-strike-teams-to-fight-gifford-fire-in-slo\">assisting other first responders\u003c/a> with managing the fire.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/alameda-county-district-attorneys-office\">Alameda County District Attorney’s Office\u003c/a> and the Bay Area Air Quality Management District on Thursday filed a joint civil lawsuit against Radius Recycling — formerly Schnitzer Steel — for air quality violations stemming from a fire that engulfed the company’s West Oakland facility in 2023.\u003c/p>\n\u003cp>The lawsuit alleges negligence on Radius’ part for the Aug. 9, 2023, blaze, which intensified environmental advocates’ outrage against the company that has a \u003ca href=\"https://www.kqed.org/news/12031593/california-falls-short-enforcing-regulations-for-metal-shredding-industry\">history of environmental violations\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Last month, Radius reached an agreement with the U.S. Environmental Protection Agency to reduce pollution from operations at the same West Oakland facility. After elevated levels of zinc, copper and other pollutants were detected in the facility’s wastewater discharge, Radius agreed to install a carbon treatment unit to reduce toxicity.[aside postID=news_12031593 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/XTRA-GRAPHIC-PHOTO-1-DTSC-20230810_023711906_iOS-1020x765.jpeg']But District Attorney Ursula Jones Dickson and air quality officials are seeking monetary penalties for the 2023 fire’s effects, arguing the impact on air quality was significant.\u003c/p>\n\u003cp>Philip Fine, the Air District’s executive officer, said the company “endangered the health and well-being of the West Oakland community,” adding that the area is already one “burdened by decades of air pollution.”\u003c/p>\n\u003cp>The county and the Air District allege that the company stored an influx of scrap beyond a safe capacity and failed to monitor the rising temperatures in the material, which substantially contributed to the fire.\u003c/p>\n\u003cp>In addition to monetary penalties, the suit seeks an injunction prohibiting Radius from storing scrap material at any location not equipped with heat-monitoring cameras or adequate watering systems.\u003c/p>\n\u003cp>Jones Dickson said a main goal of the civil suit is to ensure “further protections to prevent future toxic air contaminants from impacting West Oakland.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>The \u003ca href=\"https://www.kqed.org/news/tag/alameda-county-district-attorneys-office\">Alameda County District Attorney’s Office\u003c/a> and the Bay Area Air Quality Management District on Thursday filed a joint civil lawsuit against Radius Recycling — formerly Schnitzer Steel — for air quality violations stemming from a fire that engulfed the company’s West Oakland facility in 2023.\u003c/p>\n\u003cp>The lawsuit alleges negligence on Radius’ part for the Aug. 9, 2023, blaze, which intensified environmental advocates’ outrage against the company that has a \u003ca href=\"https://www.kqed.org/news/12031593/california-falls-short-enforcing-regulations-for-metal-shredding-industry\">history of environmental violations\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But District Attorney Ursula Jones Dickson and air quality officials are seeking monetary penalties for the 2023 fire’s effects, arguing the impact on air quality was significant.\u003c/p>\n\u003cp>Philip Fine, the Air District’s executive officer, said the company “endangered the health and well-being of the West Oakland community,” adding that the area is already one “burdened by decades of air pollution.”\u003c/p>\n\u003cp>The county and the Air District allege that the company stored an influx of scrap beyond a safe capacity and failed to monitor the rising temperatures in the material, which substantially contributed to the fire.\u003c/p>\n\u003cp>In addition to monetary penalties, the suit seeks an injunction prohibiting Radius from storing scrap material at any location not equipped with heat-monitoring cameras or adequate watering systems.\u003c/p>\n\u003cp>Jones Dickson said a main goal of the civil suit is to ensure “further protections to prevent future toxic air contaminants from impacting West Oakland.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "Cleaning Up Smog Is Suddenly Much Harder. Reined In by Trump, What Will California Do Next?",
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"content": "\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>At an electric vehicle showcase in Anaheim, Christopher Grundler — one of the top executives in California responsible for cleaning the air — said despite all the setbacks his agency has faced this year, he’s confident the state can keep making progress.\u003c/p>\n\u003cp>“This president, this Congress, will not kill the electric car,” said Grundler, a deputy executive officer of the state Air Resources Board. “They won’t kill the electric truck, and they certainly won’t kill the California spirit.”\u003c/p>\n\u003cp>Despite that optimism, California officials — now reined in by the Trump administration and growing concerns about affordability and costs — are struggling to come up with new ways to clean up the nation’s most polluted air.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Lacking federal permission to set aggressive emission standards for the first time in almost 60 years, California may be left mainly with voluntary agreements with the auto, trucking and rail industries, and subsidies to entice consumers into buying electric vehicles.\u003c/p>\n\u003cp>Congress last month revoked the state’s authority to implement\u003ca href=\"https://calmatters.org/environment/2025/01/trump-california-withdraws-diesel-clean-air-rules/\"> three landmark rules \u003c/a>that ban sales of new gas-powered cars by 2035 and phase out diesel trucks. In addition, California was \u003ca href=\"https://calmatters.org/environment/2025/01/trump-california-withdraws-diesel-clean-air-rules/\">forced to abandon\u003c/a> four other ambitious rules for \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-fleets\">zero-emission trucks\u003c/a>, \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/reducing-rail-emissions-california\">locomotives\u003c/a> and \u003ca href=\"https://ww2.arb.ca.gov/news/carb-passes-amendments-commercial-harbor-craft-regulation\">commercial harbor craft\u003c/a> because the Trump administration’s Environmental Protection Agency would be unlikely to grant waivers.\u003c/p>\n\u003cp>[aside postID=science_1997300 hero='https://cdn.kqed.org/wp-content/uploads/sites/35/2020/01/RS40709_GettyImages-1192749958-qut-1020x680.jpg']\u003c/p>\n\u003cp>Those seven mandates, now unenforceable, were key to cleaning up the pollutants that leave \u003ca href=\"https://www.lung.org/media/press-releases/ca-sota-2025-release\">about 34 million Californians\u003c/a> regularly breathing unhealthy air. In another blow to California’s efforts, Congress and President Donald Trump eliminated tax credits for consumers who buy electric cars.\u003c/p>\n\u003cp>At the same time, California’s air quality rules are facing growing pushback from the public, industry — and even some Democrats in the Legislature — because of the impacts on gas prices and other economic concerns.\u003c/p>\n\u003cp>Air Resources Board Chair Liane Randolph, in an interview with CalMatters, did not offer any details on how the agency will make up for the voluminous tons of smog-causing gases and soot those rules would have eliminated.\u003c/p>\n\u003cp>“There’s no one strategy that’s going to work. It’s really going to need to be a suite of different things,” Randolph said. The governor and Legislature will help decide “what strategies are going to be the most effective, the most cost effective, the most likely to be able to scale up,” she said.\u003c/p>\n\u003cp>The air board is hosting four meetings in the coming weeks to hear ideas from industry groups, environmentalists and community members about how the state should now approach clean air regulation.\u003c/p>\n\u003cfigure id=\"attachment_12047156\" class=\"wp-caption aligncenter\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12047156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage.jpg\" alt=\"\" width=\"2500\" height=\"833\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage-2000x666.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage-2048x682.jpg 2048w\" sizes=\"auto, (max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: A zero-emission heavy-duty truck shown at an exhibition in Anaheim. Right: Fernando Silva with TEC equipment test drives a Volvo electric truck. \u003ccite>(Jules Hotz for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In an \u003ca href=\"https://www.gov.ca.gov/2025/06/12/governor-newsom-signs-executive-order-doubling-down-on-states-commitment-to-clean-cars-and-trucks-kickstarts-next-phase-of-leadership/\">executive order\u003c/a> last month, Gov. Gavin Newsom directed the air board to develop a new zero-emission car mandate — apparently in preparation for when the state either \u003ca href=\"https://calmatters.org/environment/2025/06/california-sues-trump-blocking-clean-air-rules-cars/\">wins its lawsuit against Trump\u003c/a> or when he leaves office.\u003c/p>\n\u003cp>Newsom also ordered the air board to develop a plan by Aug. 11 to keep expanding California’s market for electric cars and trucks. As part of the plan, the state agency must consider ways to improve charging infrastructure and offer incentives.\u003c/p>\n\u003cp>“We know that the federal government is going to be completely useless in our efforts to clean the air, despite rhetoric claiming they care about clean air. State and local governments are going to have to do more,” said Adrian Martinez, an attorney with the San Francisco-based environmental group Earthjustice.\u003c/p>\n\u003cp>“We just have to go it alone.”\u003c/p>\n\u003ch2>Heart and lungs at stake\u003c/h2>\n\u003cp>It’s been \u003ca href=\"https://calmatters.org/series/california-electric-vehicles/\">a long, bumpy road\u003c/a> to cleaning up exhaust from California’s \u003ca href=\"https://www.dmv.ca.gov/portal/dmv-research-reports/research-development-data-dashboards/vehicles-registered-by-county/\">36 million vehicles\u003c/a>. Gas-powered cars and diesel trucks remain the state’s largest sources of smog and soot despite decades of cutting emissions.\u003c/p>\n\u003cp>Much of that pollution is inhaled by the most \u003ca href=\"https://www.lung.org/research/sota/city-rankings/states/california\">vulnerable Black and brown communities\u003c/a> \u003ca href=\"https://calmatters.org/series/california-environmental-justice/\">near ports\u003c/a>, highways and warehouses. Ozone, a smog-causing gas, and \u003ca href=\"https://calmatters.org/environment/2024/02/california-new-soot-standards/\">fine particles\u003c/a> of soot are linked to premature deaths from heart attacks and respiratory diseases, and increased emergency room visits.\u003c/p>\n\u003cp>\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/UjGyI/full.png\" alt=\"A choropleth map of California showing the average number of days per year that exceeded the fine particles (PM2.5) standard in each county from 2021-2023. The map shows that Kern, Tulare, Kings and Fresno counties all had an average of 25 or more days that exceeded the standard.\">\u003c/p>\n\u003cp>\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/dYaGT/full.png\" alt=\"A map of air monitoring sites in the South Coast and San Joaquin Valley air basins shows the average number of days per year that each monitoring station exceeded the federal ozone standard from 2021-2023. Some monitoring stations in the San Bernardino area exceeded the ozone standard an average of 100 days a year. \">\u003c/p>\n\u003cp>For six decades, a provision in the Clean Air Act has granted California the power to set its own vehicle standards that are stricter than the federal government’s because of the state’s unique and severe air pollution problem.[aside postID=science_1997275 hero='https://cdn.kqed.org/wp-content/uploads/sites/35/2025/06/250603-POLLUTERSPAY-21-BL-KQED-1020x680.jpg']But last month, Congress \u003ca href=\"https://calmatters.org/environment/2025/05/california-electric-car-mandate-senate-revoke-waiver/\">invoked the Congressional Review Act\u003c/a> to repeal waivers granted by the Biden administration. The state in its lawsuit called this an unlawful action by Congress.\u003cbr>\nJohn Dunlap III, who served as California Air Resources Board chair under Gov. Pete Wilson in the 1990s, said in an interview with CalMatters that the Newsom administration “pushed too fast, and I think there were some holes” in their zero-emission car and truck rules.\u003c/p>\n\u003cp>Dunlap said by moving forward despite concerns about inadequate charging infrastructure, cost and the impacts on trucking, California regulators sent their critics straight into the arms of a more sympathetic federal government.\u003c/p>\n\u003cp>“They’ve been all in on zero-emission technology, which is great. It’s been a priority. But, they haven’t really cared to dialogue much, if at all, with the users of technology, particularly truck fleets,” he said. Dunlap was chair in 1996 when the board repealed deadlines \u003ca href=\"https://www.latimes.com/archives/la-xpm-1996-03-30-mn-52891-story.html\">requiring sales of electric cars\u003c/a> because the technology wasn’t ready.\u003c/p>\n\u003cp>Under the landmark rule \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">adopted by the air board in 2022\u003c/a>, all new cars sold in California would have to be zero emissions beginning with 2035 models, ramping up from 68% in 2030. For trucks, California enacted two rules, one in 2020 and then one in 2023 that \u003ca href=\"https://calmatters.org/environment/climate-change/2023/04/california-phases-out-diesel-trucks/#:~:text=Under%20the%20new%20rules%20approved,their%20fleets%20to%20electric%20models.\">would phase out new diesel trucks\u003c/a> by 2042. None will now be implemented.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/05/092523-EV-Fast-Charging-Event-LE-CM-05-1024x682.jpg\" alt=\"A close-up of an electric vehicle plugged into an EVgo fast charging station in a parking lot. The charging cable connects to the front side of a dark green Rivian truck, with signage for Ultium and EVgo visible in the background.\">\u003cfigcaption>A fast-charging station in Union City. \u003cem>(Loren Elliott for CalMatters)\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>Automakers say the rules were too aggressive and would have led to manufacturing job losses, higher car prices and limited consumer choices.\u003c/p>\n\u003cp>“The auto industry has invested billions in electrification and has 144 electrified models on the market right now. Again, the concerns were about the mandate – not the technology,” the Alliance for Automotive Innovation said in a statement.\u003c/p>\n\u003cp>Conservatives say the air board is an unelected board that wields too much power. (Its members include \u003ca href=\"https://ww2.arb.ca.gov/about/leadership\">appointees from Newsom and the Legislature, and local elected officials\u003c/a>.) A Democrat in the Legislature last month urged Randolph, the board’s chair, to resign because \u003ca href=\"https://a35.asmdc.org/press-releases/20250630-want-lower-gas-prices-pause-governors-new-gas-tax-state-regulators-say\">the agency hasn’t analyzed the economic costs of its rules\u003c/a>.\u003c/p>\n\u003cp>One new clean-air rule, the revamped \u003ca href=\"https://calmatters.org/environment/climate-change/2025/06/controversial-climate-rule-gas-prices-fuel-standard/\">Low Carbon Fuel Standard\u003c/a> implemented last week, was met with widespread, vehement criticism from elected officials and industry since it will raise the price of gasoline by an unknown amount.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/07/061825-EV-Showcase-JAH-01-1024x682.jpg\" alt=\"\">\u003cfigcaption>Christopher Grundler, the California Air Resources Board’s deputy executive officer of mobile sources and incentives, delivers opening remarks at a zero-emission vehicle showcase in Anaheim. \u003cem>(Jules Hotz for CalMatters)\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>Amid concerns about the costs to consumers, the Trump administration and industry groups also are making it difficult for local agencies to take bold action.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.aqmd.gov/nav/about/governing-board/board-members\">South Coast Air Quality Management District \u003c/a>— responsible for regulating industrial plants and products that pollute the LA basin’s air — recently \u003ca href=\"https://calmatters.org/environment/2025/06/gas-water-heaters-furnaces-phaseout-la-basin-aqmd-rules/\">rejected rules\u003c/a> phasing in \u003ca href=\"https://docs.google.com/document/d/1H2LHI3rt7Cbom8EWwMe-mrGofAgkEpvVuGvuC-KWrzs/edit?tab=t.0\">zero-emission water heaters and furnaces\u003c/a>.\u003c/p>\n\u003cp>The rules would have brought one of the biggest pollution reductions that the district has implemented in decades. But business groups and others were strongly opposed, saying fees imposed on manufacturers would raise the cost of products. And U.S. Attorney Bill Essayli threatened the local air district with a lawsuit if it approved the rule.\u003c/p>\n\u003cp>South Coast district Board Chair Vanessa Delgado and Executive Officer Wayne Nastri rejected multiple requests for interviews with CalMatters about what they plan to do next to clean the air in the LA basin.\u003c/p>\n\u003cp>“As you know, 80% of emissions in our region come from mobile sources — planes, trains, ships, heavy-duty trucks — all of which we do not have federal regulatory authority over,” said Nahal Mogharabi, spokesperson for the agency.\u003c/p>\n\u003cp>She directed all questions to Trump’s EPA.\u003c/p>\n\u003ch2>\u003cstrong>What else can the state do\u003c/strong>?\u003c/h2>\n\u003cp>Last month at the clean-vehicle showcase in Anaheim, Brett Ivy, a fleet manager for the aerospace company Northrop Grumman, wandered through Angel Stadium’s parking lot, looking at electric trucks and machines that he could potentially buy for his company.\u003c/p>\n\u003cp>Ivy knows the state isn’t enforcing its truck mandates, so he doesn’t know what his bosses will direct him to do in the future. He said they could abandon electric vehicles altogether.\u003c/p>\n\u003cp>But Ivy added, who knows what the next administration would bring, and Northrop Grumman has to think long-term. He wants to be prepared to do his job managing the company’s fleet of trucks.\u003c/p>\n\u003cp>“If we don’t, a new administration might reverse what (Trump) did,” he said. “Then you’re behind.”\u003c/p>\n\u003cp>The trucking industry, when the mandate was approved in 2023, \u003ca href=\"https://calmatters.org/environment/2023/04/california-ban-diesel-trucks/\">predicted economic chaos and dysfunction\u003c/a> and that it would “fail pretty spectacularly.” With its repeal, Nick Chiappe of the California Trucking Association expects that fleet owners will keep buying hydrogen and electric trucks when it makes economic sense, such as with smaller vehicles with shorter hauls.\u003c/p>\n\u003cp>“The industry will continue to work with (the air board) on reasonable steps to advance zero-emissions technology but maintain that the programs being rolled back were infeasible from the moment they were proposed,” Chiappe said.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/07/061825-EV-Showcase-JAH-28-1024x682.jpg\" alt=\"\">\u003cfigcaption>A zero-emission loader shown at Angel Stadium. Construction equipment powered by diesel is a major source of air pollution. \u003cem>(Jules Hotz for CalMatters)\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>Experts and advocates say California will have to approach clean air policy from many angles — mandates and incentives.\u003c/p>\n\u003cp>“There is still work that can be done,” said Martinez of Earthjustice. It’ll require “being creative and not losing steam,” he said. “These are big hits (from Trump) but I think still continuing to press on zero-emission vehicles is going to be really critical.”\u003cs> \u003c/s>\u003c/p>\n\u003cp>Craig Segall, a former deputy executive officer for the state Air Resources Board, said the state should set new standards for cars and trucks. “The only thing that EPA is barred from doing is issuing substantially the same — not similar — waivers in the future,” he said. “The state can actually do quite a lot in terms of new standards.”\u003c/p>\n\u003cp>Segall said the state also should support companies that have already been buying zero-emission trucks with financing programs and get at the root of the transportation problem by expanding mass transit.\u003c/p>\n\u003cp>Offering incentives to consumers buying clean cars and trucks will be key. But Grundler, when asked whether California has the funds for more incentive programs, answered bluntly: No.\u003c/p>\n\u003cp>The state’s Greenhouse Gas Reduction Fund, paid for by its cap and trade market program, typically has around $4 billion for programs related to climate change and air pollution. But because of the large deficit this year, the new budget allocated about $1.5 billion of those cap and trade funds to Cal Fire for fire prevention. It’s unclear how much will be left over for other projects.\u003c/p>\n\u003cp>In the state’s new budget, $132 million is allocated over the next fiscal year for an air board program \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-truck-bus-vouchers-hvip\">offering incentives\u003c/a> to truck fleet buyers. There also are creative ways that the state can encourage the purchase of electric cars, said Mary Nichols, the longtime chair of the air board under two previous governors and Newsom. Registration fees or sales taxes could be based on whether a car is gas-powered or electric, she said.\u003c/p>\n\u003cp>“The state of California has authority over everything relating to what cars can operate on our roads, as long as we’re not violating any constitutional requirements that deal with commerce between the states,” Nichols told CalMatters. “There’s a wide array of things that the state could do to make it clear that they don’t wish to continue having gasoline cars sold in the state of California.”\u003c/p>\n\u003ch2>\u003cstrong>Tackling ‘pollution magnets\u003c/strong>‘\u003c/h2>\n\u003cp>Experts say one of the most impactful policies the state could pursue without federal intervention could be regulating “pollution magnets.” These are hotspots, such as warehouses, ports and airports, that don’t directly pollute, but draw high-polluting vehicles, like diesel trucks and trains into communities.\u003c/p>\n\u003cp>The South Coast Air Quality Management District \u003ca href=\"https://calmatters.org/environment/2025/03/port-communities-air-pollution-plan-los-angeles-long-beach/\">is developing a rule \u003c/a>that would push the Los Angeles and Long Beach ports to install more charging stations for zero-emission trucks and cargo handling equipment. The district also approved a rule for warehouses that environmentalists call a success. These are known as “indirect source rules” since they regulate a place that is a hotspot.\u003c/p>\n\u003cp>These types of regulations “are definitely a leading strategy that California can continue to pursue environmental justice goals, despite the federal government being completely disinterested in environmental justice,” said Brennon Mendez, an environmental law and policy fellow at UCLA School of Law.\u003c/p>\n\u003cp>Polluting ports, airports and warehouses “should be held responsible for the air pollution that’s released into these neighborhoods because of their operations,” he said.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/07/061825-EV-Showcase-JAH-11-1024x682.jpg\" alt=\"\">\u003cfigcaption>An electric backhoe loader forklift on display at the Anaheim showcase. Zero-emission equipment like this could replace diesels, which emit fine particles of soot. \u003cem>(Jules Hotz for CalMatters)\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>But while local air districts’ power to enact indirect source rules is well-established, the state’s power to do the same isn’t as clear.\u003c/p>\n\u003cp>A bill in the Legislature that \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab914\">enshrines the state’s power \u003c/a>is opposed by labor and industry groups, especially now that the ports are facing economic uncertainty because of Trump’s tariffs. Assemblymember Robert Garcia, a Democrat from Rancho Cucamonga, said action on the bill is delayed until next year.\u003c/p>\n\u003cp>Also, \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb34\">a Senate bill\u003c/a> would limit the South Coast district’s power to regulate the L.A. and Long Beach ports, requiring the agency to consider the costs and how ports and their tenants would be reimbursed, as well as the energy use and impacts on workers.\u003c/p>\n\u003cp>Randolph said it’s always been a struggle for California to slash enough emissions in California to achieve health standards, but now Trump’s actions “make the challenge even steeper and even harder.”\u003c/p>\n\u003cp>“The fundamental question,” she said, is “how do we continue to make progress … in the short-term and the long-term?”\u003c/p>\n\u003cp>\u003cem>CalMatters reporter Rachel Becker contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/environment/2025/07/california-smog-air-pollution-solutions-electric-cars-trucks-trump/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "With 7 of its most ambitious rules for cars, trucks and trains repealed, California officials now must find new ways to clean up the nation’s worst air pollution. But officials face growing pushback about affordability and costs.",
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"title": "Cleaning Up Smog Is Suddenly Much Harder. Reined In by Trump, What Will California Do Next? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c!-- Creative Commons Attribution-NonCommercial-NoDerivatives https://creativecommons.org/licenses/by-nc-nd/4.0/ -->\u003c/p>\n\u003cp>\u003cem>This story was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>At an electric vehicle showcase in Anaheim, Christopher Grundler — one of the top executives in California responsible for cleaning the air — said despite all the setbacks his agency has faced this year, he’s confident the state can keep making progress.\u003c/p>\n\u003cp>“This president, this Congress, will not kill the electric car,” said Grundler, a deputy executive officer of the state Air Resources Board. “They won’t kill the electric truck, and they certainly won’t kill the California spirit.”\u003c/p>\n\u003cp>Despite that optimism, California officials — now reined in by the Trump administration and growing concerns about affordability and costs — are struggling to come up with new ways to clean up the nation’s most polluted air.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Lacking federal permission to set aggressive emission standards for the first time in almost 60 years, California may be left mainly with voluntary agreements with the auto, trucking and rail industries, and subsidies to entice consumers into buying electric vehicles.\u003c/p>\n\u003cp>Congress last month revoked the state’s authority to implement\u003ca href=\"https://calmatters.org/environment/2025/01/trump-california-withdraws-diesel-clean-air-rules/\"> three landmark rules \u003c/a>that ban sales of new gas-powered cars by 2035 and phase out diesel trucks. In addition, California was \u003ca href=\"https://calmatters.org/environment/2025/01/trump-california-withdraws-diesel-clean-air-rules/\">forced to abandon\u003c/a> four other ambitious rules for \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-fleets\">zero-emission trucks\u003c/a>, \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/reducing-rail-emissions-california\">locomotives\u003c/a> and \u003ca href=\"https://ww2.arb.ca.gov/news/carb-passes-amendments-commercial-harbor-craft-regulation\">commercial harbor craft\u003c/a> because the Trump administration’s Environmental Protection Agency would be unlikely to grant waivers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Those seven mandates, now unenforceable, were key to cleaning up the pollutants that leave \u003ca href=\"https://www.lung.org/media/press-releases/ca-sota-2025-release\">about 34 million Californians\u003c/a> regularly breathing unhealthy air. In another blow to California’s efforts, Congress and President Donald Trump eliminated tax credits for consumers who buy electric cars.\u003c/p>\n\u003cp>At the same time, California’s air quality rules are facing growing pushback from the public, industry — and even some Democrats in the Legislature — because of the impacts on gas prices and other economic concerns.\u003c/p>\n\u003cp>Air Resources Board Chair Liane Randolph, in an interview with CalMatters, did not offer any details on how the agency will make up for the voluminous tons of smog-causing gases and soot those rules would have eliminated.\u003c/p>\n\u003cp>“There’s no one strategy that’s going to work. It’s really going to need to be a suite of different things,” Randolph said. The governor and Legislature will help decide “what strategies are going to be the most effective, the most cost effective, the most likely to be able to scale up,” she said.\u003c/p>\n\u003cp>The air board is hosting four meetings in the coming weeks to hear ideas from industry groups, environmentalists and community members about how the state should now approach clean air regulation.\u003c/p>\n\u003cfigure id=\"attachment_12047156\" class=\"wp-caption aligncenter\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12047156\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage.jpg\" alt=\"\" width=\"2500\" height=\"833\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage-2000x666.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/07/Side-by-side-Downpage-2048x682.jpg 2048w\" sizes=\"auto, (max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: A zero-emission heavy-duty truck shown at an exhibition in Anaheim. Right: Fernando Silva with TEC equipment test drives a Volvo electric truck. \u003ccite>(Jules Hotz for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In an \u003ca href=\"https://www.gov.ca.gov/2025/06/12/governor-newsom-signs-executive-order-doubling-down-on-states-commitment-to-clean-cars-and-trucks-kickstarts-next-phase-of-leadership/\">executive order\u003c/a> last month, Gov. Gavin Newsom directed the air board to develop a new zero-emission car mandate — apparently in preparation for when the state either \u003ca href=\"https://calmatters.org/environment/2025/06/california-sues-trump-blocking-clean-air-rules-cars/\">wins its lawsuit against Trump\u003c/a> or when he leaves office.\u003c/p>\n\u003cp>Newsom also ordered the air board to develop a plan by Aug. 11 to keep expanding California’s market for electric cars and trucks. As part of the plan, the state agency must consider ways to improve charging infrastructure and offer incentives.\u003c/p>\n\u003cp>“We know that the federal government is going to be completely useless in our efforts to clean the air, despite rhetoric claiming they care about clean air. State and local governments are going to have to do more,” said Adrian Martinez, an attorney with the San Francisco-based environmental group Earthjustice.\u003c/p>\n\u003cp>“We just have to go it alone.”\u003c/p>\n\u003ch2>Heart and lungs at stake\u003c/h2>\n\u003cp>It’s been \u003ca href=\"https://calmatters.org/series/california-electric-vehicles/\">a long, bumpy road\u003c/a> to cleaning up exhaust from California’s \u003ca href=\"https://www.dmv.ca.gov/portal/dmv-research-reports/research-development-data-dashboards/vehicles-registered-by-county/\">36 million vehicles\u003c/a>. Gas-powered cars and diesel trucks remain the state’s largest sources of smog and soot despite decades of cutting emissions.\u003c/p>\n\u003cp>Much of that pollution is inhaled by the most \u003ca href=\"https://www.lung.org/research/sota/city-rankings/states/california\">vulnerable Black and brown communities\u003c/a> \u003ca href=\"https://calmatters.org/series/california-environmental-justice/\">near ports\u003c/a>, highways and warehouses. Ozone, a smog-causing gas, and \u003ca href=\"https://calmatters.org/environment/2024/02/california-new-soot-standards/\">fine particles\u003c/a> of soot are linked to premature deaths from heart attacks and respiratory diseases, and increased emergency room visits.\u003c/p>\n\u003cp>\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/UjGyI/full.png\" alt=\"A choropleth map of California showing the average number of days per year that exceeded the fine particles (PM2.5) standard in each county from 2021-2023. The map shows that Kern, Tulare, Kings and Fresno counties all had an average of 25 or more days that exceeded the standard.\">\u003c/p>\n\u003cp>\u003cimg decoding=\"async\" src=\"https://datawrapper.dwcdn.net/dYaGT/full.png\" alt=\"A map of air monitoring sites in the South Coast and San Joaquin Valley air basins shows the average number of days per year that each monitoring station exceeded the federal ozone standard from 2021-2023. Some monitoring stations in the San Bernardino area exceeded the ozone standard an average of 100 days a year. \">\u003c/p>\n\u003cp>For six decades, a provision in the Clean Air Act has granted California the power to set its own vehicle standards that are stricter than the federal government’s because of the state’s unique and severe air pollution problem.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>But last month, Congress \u003ca href=\"https://calmatters.org/environment/2025/05/california-electric-car-mandate-senate-revoke-waiver/\">invoked the Congressional Review Act\u003c/a> to repeal waivers granted by the Biden administration. The state in its lawsuit called this an unlawful action by Congress.\u003cbr>\nJohn Dunlap III, who served as California Air Resources Board chair under Gov. Pete Wilson in the 1990s, said in an interview with CalMatters that the Newsom administration “pushed too fast, and I think there were some holes” in their zero-emission car and truck rules.\u003c/p>\n\u003cp>Dunlap said by moving forward despite concerns about inadequate charging infrastructure, cost and the impacts on trucking, California regulators sent their critics straight into the arms of a more sympathetic federal government.\u003c/p>\n\u003cp>“They’ve been all in on zero-emission technology, which is great. It’s been a priority. But, they haven’t really cared to dialogue much, if at all, with the users of technology, particularly truck fleets,” he said. Dunlap was chair in 1996 when the board repealed deadlines \u003ca href=\"https://www.latimes.com/archives/la-xpm-1996-03-30-mn-52891-story.html\">requiring sales of electric cars\u003c/a> because the technology wasn’t ready.\u003c/p>\n\u003cp>Under the landmark rule \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">adopted by the air board in 2022\u003c/a>, all new cars sold in California would have to be zero emissions beginning with 2035 models, ramping up from 68% in 2030. For trucks, California enacted two rules, one in 2020 and then one in 2023 that \u003ca href=\"https://calmatters.org/environment/climate-change/2023/04/california-phases-out-diesel-trucks/#:~:text=Under%20the%20new%20rules%20approved,their%20fleets%20to%20electric%20models.\">would phase out new diesel trucks\u003c/a> by 2042. None will now be implemented.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/05/092523-EV-Fast-Charging-Event-LE-CM-05-1024x682.jpg\" alt=\"A close-up of an electric vehicle plugged into an EVgo fast charging station in a parking lot. The charging cable connects to the front side of a dark green Rivian truck, with signage for Ultium and EVgo visible in the background.\">\u003cfigcaption>A fast-charging station in Union City. \u003cem>(Loren Elliott for CalMatters)\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>Automakers say the rules were too aggressive and would have led to manufacturing job losses, higher car prices and limited consumer choices.\u003c/p>\n\u003cp>“The auto industry has invested billions in electrification and has 144 electrified models on the market right now. Again, the concerns were about the mandate – not the technology,” the Alliance for Automotive Innovation said in a statement.\u003c/p>\n\u003cp>Conservatives say the air board is an unelected board that wields too much power. (Its members include \u003ca href=\"https://ww2.arb.ca.gov/about/leadership\">appointees from Newsom and the Legislature, and local elected officials\u003c/a>.) A Democrat in the Legislature last month urged Randolph, the board’s chair, to resign because \u003ca href=\"https://a35.asmdc.org/press-releases/20250630-want-lower-gas-prices-pause-governors-new-gas-tax-state-regulators-say\">the agency hasn’t analyzed the economic costs of its rules\u003c/a>.\u003c/p>\n\u003cp>One new clean-air rule, the revamped \u003ca href=\"https://calmatters.org/environment/climate-change/2025/06/controversial-climate-rule-gas-prices-fuel-standard/\">Low Carbon Fuel Standard\u003c/a> implemented last week, was met with widespread, vehement criticism from elected officials and industry since it will raise the price of gasoline by an unknown amount.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/07/061825-EV-Showcase-JAH-01-1024x682.jpg\" alt=\"\">\u003cfigcaption>Christopher Grundler, the California Air Resources Board’s deputy executive officer of mobile sources and incentives, delivers opening remarks at a zero-emission vehicle showcase in Anaheim. \u003cem>(Jules Hotz for CalMatters)\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>Amid concerns about the costs to consumers, the Trump administration and industry groups also are making it difficult for local agencies to take bold action.\u003c/p>\n\u003cp>The \u003ca href=\"https://www.aqmd.gov/nav/about/governing-board/board-members\">South Coast Air Quality Management District \u003c/a>— responsible for regulating industrial plants and products that pollute the LA basin’s air — recently \u003ca href=\"https://calmatters.org/environment/2025/06/gas-water-heaters-furnaces-phaseout-la-basin-aqmd-rules/\">rejected rules\u003c/a> phasing in \u003ca href=\"https://docs.google.com/document/d/1H2LHI3rt7Cbom8EWwMe-mrGofAgkEpvVuGvuC-KWrzs/edit?tab=t.0\">zero-emission water heaters and furnaces\u003c/a>.\u003c/p>\n\u003cp>The rules would have brought one of the biggest pollution reductions that the district has implemented in decades. But business groups and others were strongly opposed, saying fees imposed on manufacturers would raise the cost of products. And U.S. Attorney Bill Essayli threatened the local air district with a lawsuit if it approved the rule.\u003c/p>\n\u003cp>South Coast district Board Chair Vanessa Delgado and Executive Officer Wayne Nastri rejected multiple requests for interviews with CalMatters about what they plan to do next to clean the air in the LA basin.\u003c/p>\n\u003cp>“As you know, 80% of emissions in our region come from mobile sources — planes, trains, ships, heavy-duty trucks — all of which we do not have federal regulatory authority over,” said Nahal Mogharabi, spokesperson for the agency.\u003c/p>\n\u003cp>She directed all questions to Trump’s EPA.\u003c/p>\n\u003ch2>\u003cstrong>What else can the state do\u003c/strong>?\u003c/h2>\n\u003cp>Last month at the clean-vehicle showcase in Anaheim, Brett Ivy, a fleet manager for the aerospace company Northrop Grumman, wandered through Angel Stadium’s parking lot, looking at electric trucks and machines that he could potentially buy for his company.\u003c/p>\n\u003cp>Ivy knows the state isn’t enforcing its truck mandates, so he doesn’t know what his bosses will direct him to do in the future. He said they could abandon electric vehicles altogether.\u003c/p>\n\u003cp>But Ivy added, who knows what the next administration would bring, and Northrop Grumman has to think long-term. He wants to be prepared to do his job managing the company’s fleet of trucks.\u003c/p>\n\u003cp>“If we don’t, a new administration might reverse what (Trump) did,” he said. “Then you’re behind.”\u003c/p>\n\u003cp>The trucking industry, when the mandate was approved in 2023, \u003ca href=\"https://calmatters.org/environment/2023/04/california-ban-diesel-trucks/\">predicted economic chaos and dysfunction\u003c/a> and that it would “fail pretty spectacularly.” With its repeal, Nick Chiappe of the California Trucking Association expects that fleet owners will keep buying hydrogen and electric trucks when it makes economic sense, such as with smaller vehicles with shorter hauls.\u003c/p>\n\u003cp>“The industry will continue to work with (the air board) on reasonable steps to advance zero-emissions technology but maintain that the programs being rolled back were infeasible from the moment they were proposed,” Chiappe said.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/07/061825-EV-Showcase-JAH-28-1024x682.jpg\" alt=\"\">\u003cfigcaption>A zero-emission loader shown at Angel Stadium. Construction equipment powered by diesel is a major source of air pollution. \u003cem>(Jules Hotz for CalMatters)\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>Experts and advocates say California will have to approach clean air policy from many angles — mandates and incentives.\u003c/p>\n\u003cp>“There is still work that can be done,” said Martinez of Earthjustice. It’ll require “being creative and not losing steam,” he said. “These are big hits (from Trump) but I think still continuing to press on zero-emission vehicles is going to be really critical.”\u003cs> \u003c/s>\u003c/p>\n\u003cp>Craig Segall, a former deputy executive officer for the state Air Resources Board, said the state should set new standards for cars and trucks. “The only thing that EPA is barred from doing is issuing substantially the same — not similar — waivers in the future,” he said. “The state can actually do quite a lot in terms of new standards.”\u003c/p>\n\u003cp>Segall said the state also should support companies that have already been buying zero-emission trucks with financing programs and get at the root of the transportation problem by expanding mass transit.\u003c/p>\n\u003cp>Offering incentives to consumers buying clean cars and trucks will be key. But Grundler, when asked whether California has the funds for more incentive programs, answered bluntly: No.\u003c/p>\n\u003cp>The state’s Greenhouse Gas Reduction Fund, paid for by its cap and trade market program, typically has around $4 billion for programs related to climate change and air pollution. But because of the large deficit this year, the new budget allocated about $1.5 billion of those cap and trade funds to Cal Fire for fire prevention. It’s unclear how much will be left over for other projects.\u003c/p>\n\u003cp>In the state’s new budget, $132 million is allocated over the next fiscal year for an air board program \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-truck-bus-vouchers-hvip\">offering incentives\u003c/a> to truck fleet buyers. There also are creative ways that the state can encourage the purchase of electric cars, said Mary Nichols, the longtime chair of the air board under two previous governors and Newsom. Registration fees or sales taxes could be based on whether a car is gas-powered or electric, she said.\u003c/p>\n\u003cp>“The state of California has authority over everything relating to what cars can operate on our roads, as long as we’re not violating any constitutional requirements that deal with commerce between the states,” Nichols told CalMatters. “There’s a wide array of things that the state could do to make it clear that they don’t wish to continue having gasoline cars sold in the state of California.”\u003c/p>\n\u003ch2>\u003cstrong>Tackling ‘pollution magnets\u003c/strong>‘\u003c/h2>\n\u003cp>Experts say one of the most impactful policies the state could pursue without federal intervention could be regulating “pollution magnets.” These are hotspots, such as warehouses, ports and airports, that don’t directly pollute, but draw high-polluting vehicles, like diesel trucks and trains into communities.\u003c/p>\n\u003cp>The South Coast Air Quality Management District \u003ca href=\"https://calmatters.org/environment/2025/03/port-communities-air-pollution-plan-los-angeles-long-beach/\">is developing a rule \u003c/a>that would push the Los Angeles and Long Beach ports to install more charging stations for zero-emission trucks and cargo handling equipment. The district also approved a rule for warehouses that environmentalists call a success. These are known as “indirect source rules” since they regulate a place that is a hotspot.\u003c/p>\n\u003cp>These types of regulations “are definitely a leading strategy that California can continue to pursue environmental justice goals, despite the federal government being completely disinterested in environmental justice,” said Brennon Mendez, an environmental law and policy fellow at UCLA School of Law.\u003c/p>\n\u003cp>Polluting ports, airports and warehouses “should be held responsible for the air pollution that’s released into these neighborhoods because of their operations,” he said.\u003c/p>\n\u003cfigure>\u003cimg decoding=\"async\" src=\"https://calmatters.org/wp-content/uploads/2025/07/061825-EV-Showcase-JAH-11-1024x682.jpg\" alt=\"\">\u003cfigcaption>An electric backhoe loader forklift on display at the Anaheim showcase. Zero-emission equipment like this could replace diesels, which emit fine particles of soot. \u003cem>(Jules Hotz for CalMatters)\u003c/em>\u003c/figcaption>\u003c/figure>\n\u003cp>But while local air districts’ power to enact indirect source rules is well-established, the state’s power to do the same isn’t as clear.\u003c/p>\n\u003cp>A bill in the Legislature that \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260ab914\">enshrines the state’s power \u003c/a>is opposed by labor and industry groups, especially now that the ports are facing economic uncertainty because of Trump’s tariffs. Assemblymember Robert Garcia, a Democrat from Rancho Cucamonga, said action on the bill is delayed until next year.\u003c/p>\n\u003cp>Also, \u003ca href=\"https://calmatters.digitaldemocracy.org/bills/ca_202520260sb34\">a Senate bill\u003c/a> would limit the South Coast district’s power to regulate the L.A. and Long Beach ports, requiring the agency to consider the costs and how ports and their tenants would be reimbursed, as well as the energy use and impacts on workers.\u003c/p>\n\u003cp>Randolph said it’s always been a struggle for California to slash enough emissions in California to achieve health standards, but now Trump’s actions “make the challenge even steeper and even harder.”\u003c/p>\n\u003cp>“The fundamental question,” she said, is “how do we continue to make progress … in the short-term and the long-term?”\u003c/p>\n\u003cp>\u003cem>CalMatters reporter Rachel Becker contributed to this report. \u003c/em>\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/environment/2025/07/california-smog-air-pollution-solutions-electric-cars-trucks-trump/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"title": "Canadian Wildfire Smoke Has Reached the Bay Area. Here’s What We Know",
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"content": "\u003cp>\u003cem>Updated 11:15 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>If you woke up Monday to a yellow tinge in the sky, only to find fairly normal air quality outside, you aren’t seeing things. Smoke from a series of \u003ca href=\"https://www.kqed.org/news/tag/wildfires\">wildfires\u003c/a> ravaging central Canadian provinces has made its way to the West Coast, but its hazardous effects haven’t permeated most of the region’s lower atmosphere.\u003c/p>\n\u003cp>“Just because we see haze in the air and the visibility might be a little reduced, that doesn’t mean that the air quality at the surface is necessarily degraded,” said Alex Dodd, a meteorologist with the Bay Area Air District.\u003c/p>\n\u003cp>The agency issued an air quality advisory for wildfire smoke warning of smoky, hazy skies and possibly unhealthy air quality conditions early this week. On Tuesday, it extended the advisory through Wednesday. \u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Most of the smoke is gathering between 3,000 and 10,000 feet, Dodd said. People who live at elevations above 2,000 feet — in the Berkeley and Oakland hills and some parts of the Peninsula — could feel some slight change in their air quality, and if they’re extremely sensitive, might need to adjust their behavior, but for most residents, he said, there isn’t a huge risk.\u003c/p>\n\u003cp>“Be aware of your own health if you have asthma, emphysema or other respiratory conditions and you start to experience itchy eyes or a little bit of a dry, scratchy cough,” he said. “Then you need to take it easy.”\u003c/p>\n\u003cp>Dodd suggests keeping windows closed, staying inside and having an in-home air filtration system set up if you feel the physical effects of smoke.[aside postID=news_12041320 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/03/CaliforniaPublicLandsGetty1-1020x681.jpg']The haze has traveled 1,500 miles from Manitoba, where officials declared a state of emergency last week amid a series of significant fires. More than 25,000 people have had to evacuate the province, along with neighboring Alberta and Saskatchewan. As of Tuesday, crews have struggled to contain the blazes.\u003c/p>\n\u003cp>The provinces sit above the upper Midwest of the United States, and have caused more significant air quality impacts in neighboring states, like North Dakota, along with small pockets of South Dakota, Minnesota and Montana.\u003c/p>\n\u003cp>But Dodd said Canadian fires can lift smoke tens of thousands of feet into the air. High winds, like those over the weekend, can spread particles long distances under the right conditions.\u003c/p>\n\u003cp>He said a lingering trough of low surface pressure over California is making it somewhat hard to predict how conditions could change in the next few days, but they should get clearer, thanks to a deep marine layer and northerly onshore winds.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>Updated 11:15 a.m. Tuesday\u003c/em>\u003c/p>\n\u003cp>If you woke up Monday to a yellow tinge in the sky, only to find fairly normal air quality outside, you aren’t seeing things. Smoke from a series of \u003ca href=\"https://www.kqed.org/news/tag/wildfires\">wildfires\u003c/a> ravaging central Canadian provinces has made its way to the West Coast, but its hazardous effects haven’t permeated most of the region’s lower atmosphere.\u003c/p>\n\u003cp>“Just because we see haze in the air and the visibility might be a little reduced, that doesn’t mean that the air quality at the surface is necessarily degraded,” said Alex Dodd, a meteorologist with the Bay Area Air District.\u003c/p>\n\u003cp>The agency issued an air quality advisory for wildfire smoke warning of smoky, hazy skies and possibly unhealthy air quality conditions early this week. On Tuesday, it extended the advisory through Wednesday. \u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Most of the smoke is gathering between 3,000 and 10,000 feet, Dodd said. People who live at elevations above 2,000 feet — in the Berkeley and Oakland hills and some parts of the Peninsula — could feel some slight change in their air quality, and if they’re extremely sensitive, might need to adjust their behavior, but for most residents, he said, there isn’t a huge risk.\u003c/p>\n\u003cp>“Be aware of your own health if you have asthma, emphysema or other respiratory conditions and you start to experience itchy eyes or a little bit of a dry, scratchy cough,” he said. “Then you need to take it easy.”\u003c/p>\n\u003cp>Dodd suggests keeping windows closed, staying inside and having an in-home air filtration system set up if you feel the physical effects of smoke.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The haze has traveled 1,500 miles from Manitoba, where officials declared a state of emergency last week amid a series of significant fires. More than 25,000 people have had to evacuate the province, along with neighboring Alberta and Saskatchewan. As of Tuesday, crews have struggled to contain the blazes.\u003c/p>\n\u003cp>The provinces sit above the upper Midwest of the United States, and have caused more significant air quality impacts in neighboring states, like North Dakota, along with small pockets of South Dakota, Minnesota and Montana.\u003c/p>\n\u003cp>But Dodd said Canadian fires can lift smoke tens of thousands of feet into the air. High winds, like those over the weekend, can spread particles long distances under the right conditions.\u003c/p>\n\u003cp>He said a lingering trough of low surface pressure over California is making it somewhat hard to predict how conditions could change in the next few days, but they should get clearer, thanks to a deep marine layer and northerly onshore winds.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "California Regulators Move to Roll Back Parts of Controversial Clean Truck Rule",
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"content": "\u003cp>California plans to erase parts of a rule created to clean up the state’s dirty air from \u003ca href=\"https://www.kqed.org/news/12032217/caltrans-launches-long-awaited-study-on-i-580-truck-ban-and-pollution-impact\">truck pollution\u003c/a>. The action comes in response to a lawsuit from the California Trucking Association and strong headwinds from the Trump administration.\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-fleets\">Advanced Clean Fleet rule\u003c/a>, adopted in 2023, would have phased out diesel trucks used by large companies, state and local governments, as well as ports and railroad yards. It would have eliminated new gas-fueled truck sales by 2036 and mandated that large trucking fleets go electric or hydrogen-powered by 2042.\u003c/p>\n\u003cp>In response to the trade group’s lawsuit, the California Air Resources Board plans to propose repealing parts of the rule that applies to trucks serving ports, rail yards and large companies this year. California’s requirements that state and local governments increasingly move towards all-electric vehicles — and that all new truck sales be electric by 2036 — will remain, so long as the federal government approves that policy.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The state adopted the clean truck regulation during the Biden administration, but did not get the necessary green light from the EPA before the Trump Administration took office this year. State officials withdrew their request for federal approval in January, meaning the state was largely unable to enforce the truck rules.\u003c/p>\n\u003cp>CARB confirmed the legal updates to KQED and a spokeswoman wrote that the agency “remains committed to protecting public health using new and alternative approaches,” in an email.\u003c/p>\n\u003cp>“We’re pleased to have reached agreement with the Air Resources Board on this stipulation,” Eric Sauer, head of the California Trucking Association, wrote in an email.\u003c/p>\n\u003cfigure id=\"attachment_11930567\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11930567\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-2048x1152.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1920x1080.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Close-up of a hydrogen fuel cell truck driving on a road. According to the California Air Resources Board, heavy-duty fossil-fuel trucks spew 70% of the state’s smog-forming gases and 80% of carcinogenic diesel pollutants. \u003ccite>(Aranga87/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sam Wilson, who works on clean transportation at the Union of Concerned Scientists, called the move “disappointing,” but “more of an administrative action than anything else.”\u003c/p>\n\u003cp>“The repeal of Advanced Clean Fleets has nothing to do with the rule’s real-world viability, but rather the political climate we find ourselves in today,” Wilson said.\u003c/p>\n\u003cp>While the rule would have accelerated the state’s transition to clean vehicles, Wilson is “confident that commercial vehicle electrification will continue, although at a slower pace.” The state can use other incentives to spur electric truck adoption, like requiring warehouses to track pollution and reduce it through electric heavy-duty vehicles, he added.\u003c/p>\n\u003cp>The court order between CARB and the California Trucking Association noted that the state will not require that new truck sales must be electric by 2036 without the approval of the federal government.[aside postID=news_12036063 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/04/GavinNewsom1AP-1020x680.jpg']Wilson viewed the mention of the 2036 goal positively — a sign CARB officials were not abandoning the idea.\u003c/p>\n\u003cp>Should the state officially remove the entire rule from California’s regulatory code, it would need to entirely rewrite a new version and relaunch a lengthy regulatory process to pursue similar actions in the future.\u003c/p>\n\u003cp>CARB is also resolving litigation from trade groups representing railroads, which would have limited idling times and retired older locomotives, among other things. The \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/reducing-rail-emissions-california/locomotive-fact-sheets\">rule\u003c/a> was aimed at reducing pollution from diesel-powered trains, but it also failed to receive EPA approval.\u003c/p>\n\u003cp>The majority of planet-warming emissions produced by the \u003ca href=\"https://www.epa.gov/ghgemissions/sources-greenhouse-gas-emissions\">U.S.\u003c/a> come from transportation, and the same is true for \u003ca href=\"https://ww2.arb.ca.gov/ghg-inventory-graphs\">California\u003c/a>.\u003c/p>\n\u003cp>California was the first state to regulate tailpipe emissions in the \u003ca href=\"https://ww2.arb.ca.gov/about/history#:~:text=In%201966%20California%20established%20the,Air%20Resources%20Board%20was%20established.\">1960s\u003c/a>, as it struggled to bring harmful air pollution under control.\u003c/p>\n\u003cp>President Richard Nixon signed the Clean Air Act into law in 1970, giving the EPA the authority to regulate air pollution from cars. The law bars states from enacting their own regulations, except California, given its unique air pollution problems.\u003c/p>\n\u003cfigure id=\"attachment_11880116\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11880116\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880.jpg\" alt=\"Cars and trucks fill the lanes on I-80 near Berkeley on June 28, 2021. A ban against heavy trucks on I-580, another freeway running through Oakland, pushes most diesel truck traffic onto I-880.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Cars and trucks fill the lanes on I-80 near Berkeley on June 28, 2021. A ban against heavy trucks on I-580, another freeway running through Oakland, pushes most diesel truck traffic onto I-880. \u003ccite>(Joyce Tsai/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California’s standards must be at least as strict as federal law and are considered necessary “to meet compelling and extraordinary conditions.” While other states can’t set their own standards, they can adopt California’s.\u003c/p>\n\u003cp>The EPA has granted California waivers for decades, with only one of its requests being initially denied in 2008 by the George W. Bush administration, then later granted by the Obama administration.\u003c/p>\n\u003cp>Trump’s EPA first revoked California’s waiver for tailpipe emissions in his first term, but California sued in response. That lawsuit became moot when Biden took office and reinstated the waiver.\u003c/p>\n\u003cp>In the final months of the Biden administration, the EPA approved two of California’s waivers, a ban on the sale of new gas-powered cars by 2035 and a regulation setting stricter emissions standards for heavy-duty trucks. However, the agency did not approve a handful of other waivers, including some applying to heavy-duty trucks and trains, before administrations changed.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California plans to erase parts of a rule created to clean up the state’s dirty air from \u003ca href=\"https://www.kqed.org/news/12032217/caltrans-launches-long-awaited-study-on-i-580-truck-ban-and-pollution-impact\">truck pollution\u003c/a>. The action comes in response to a lawsuit from the California Trucking Association and strong headwinds from the Trump administration.\u003c/p>\n\u003cp>The \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-fleets\">Advanced Clean Fleet rule\u003c/a>, adopted in 2023, would have phased out diesel trucks used by large companies, state and local governments, as well as ports and railroad yards. It would have eliminated new gas-fueled truck sales by 2036 and mandated that large trucking fleets go electric or hydrogen-powered by 2042.\u003c/p>\n\u003cp>In response to the trade group’s lawsuit, the California Air Resources Board plans to propose repealing parts of the rule that applies to trucks serving ports, rail yards and large companies this year. California’s requirements that state and local governments increasingly move towards all-electric vehicles — and that all new truck sales be electric by 2036 — will remain, so long as the federal government approves that policy.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The state adopted the clean truck regulation during the Biden administration, but did not get the necessary green light from the EPA before the Trump Administration took office this year. State officials withdrew their request for federal approval in January, meaning the state was largely unable to enforce the truck rules.\u003c/p>\n\u003cp>CARB confirmed the legal updates to KQED and a spokeswoman wrote that the agency “remains committed to protecting public health using new and alternative approaches,” in an email.\u003c/p>\n\u003cp>“We’re pleased to have reached agreement with the Air Resources Board on this stipulation,” Eric Sauer, head of the California Trucking Association, wrote in an email.\u003c/p>\n\u003cfigure id=\"attachment_11930567\" class=\"wp-caption aligncenter\" style=\"max-width: 2560px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11930567\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-scaled.jpg\" alt=\"\" width=\"2560\" height=\"1440\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-800x450.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1020x574.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-160x90.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1536x864.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-2048x1152.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2022/10/GettyImages-1396887368-1920x1080.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003cfigcaption class=\"wp-caption-text\">Close-up of a hydrogen fuel cell truck driving on a road. According to the California Air Resources Board, heavy-duty fossil-fuel trucks spew 70% of the state’s smog-forming gases and 80% of carcinogenic diesel pollutants. \u003ccite>(Aranga87/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Sam Wilson, who works on clean transportation at the Union of Concerned Scientists, called the move “disappointing,” but “more of an administrative action than anything else.”\u003c/p>\n\u003cp>“The repeal of Advanced Clean Fleets has nothing to do with the rule’s real-world viability, but rather the political climate we find ourselves in today,” Wilson said.\u003c/p>\n\u003cp>While the rule would have accelerated the state’s transition to clean vehicles, Wilson is “confident that commercial vehicle electrification will continue, although at a slower pace.” The state can use other incentives to spur electric truck adoption, like requiring warehouses to track pollution and reduce it through electric heavy-duty vehicles, he added.\u003c/p>\n\u003cp>The court order between CARB and the California Trucking Association noted that the state will not require that new truck sales must be electric by 2036 without the approval of the federal government.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Wilson viewed the mention of the 2036 goal positively — a sign CARB officials were not abandoning the idea.\u003c/p>\n\u003cp>Should the state officially remove the entire rule from California’s regulatory code, it would need to entirely rewrite a new version and relaunch a lengthy regulatory process to pursue similar actions in the future.\u003c/p>\n\u003cp>CARB is also resolving litigation from trade groups representing railroads, which would have limited idling times and retired older locomotives, among other things. The \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/reducing-rail-emissions-california/locomotive-fact-sheets\">rule\u003c/a> was aimed at reducing pollution from diesel-powered trains, but it also failed to receive EPA approval.\u003c/p>\n\u003cp>The majority of planet-warming emissions produced by the \u003ca href=\"https://www.epa.gov/ghgemissions/sources-greenhouse-gas-emissions\">U.S.\u003c/a> come from transportation, and the same is true for \u003ca href=\"https://ww2.arb.ca.gov/ghg-inventory-graphs\">California\u003c/a>.\u003c/p>\n\u003cp>California was the first state to regulate tailpipe emissions in the \u003ca href=\"https://ww2.arb.ca.gov/about/history#:~:text=In%201966%20California%20established%20the,Air%20Resources%20Board%20was%20established.\">1960s\u003c/a>, as it struggled to bring harmful air pollution under control.\u003c/p>\n\u003cp>President Richard Nixon signed the Clean Air Act into law in 1970, giving the EPA the authority to regulate air pollution from cars. The law bars states from enacting their own regulations, except California, given its unique air pollution problems.\u003c/p>\n\u003cfigure id=\"attachment_11880116\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11880116\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880.jpg\" alt=\"Cars and trucks fill the lanes on I-80 near Berkeley on June 28, 2021. A ban against heavy trucks on I-580, another freeway running through Oakland, pushes most diesel truck traffic onto I-880.\" width=\"1920\" height=\"1280\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2021/07/trucks-I880-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">Cars and trucks fill the lanes on I-80 near Berkeley on June 28, 2021. A ban against heavy trucks on I-580, another freeway running through Oakland, pushes most diesel truck traffic onto I-880. \u003ccite>(Joyce Tsai/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California’s standards must be at least as strict as federal law and are considered necessary “to meet compelling and extraordinary conditions.” While other states can’t set their own standards, they can adopt California’s.\u003c/p>\n\u003cp>The EPA has granted California waivers for decades, with only one of its requests being initially denied in 2008 by the George W. Bush administration, then later granted by the Obama administration.\u003c/p>\n\u003cp>Trump’s EPA first revoked California’s waiver for tailpipe emissions in his first term, but California sued in response. That lawsuit became moot when Biden took office and reinstated the waiver.\u003c/p>\n\u003cp>In the final months of the Biden administration, the EPA approved two of California’s waivers, a ban on the sale of new gas-powered cars by 2035 and a regulation setting stricter emissions standards for heavy-duty trucks. However, the agency did not approve a handful of other waivers, including some applying to heavy-duty trucks and trains, before administrations changed.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003cb>Update 9 a.m. Monday\u003c/b>:\u003c/p>\n\u003cp>As of Monday morning, air quality has improved substantially across the entire Bay Area, with AQI mainly in the “Good” category/ Visibility is clear outside of any localized valley fog, with little to no haze, according to the Bay Area Air Quality Management District.\u003c/p>\n\u003cp>\u003cb>Original story, 1 p.m., Sunday\u003c/b>:\u003c/p>\n\u003cp>Officials issued a \u003ca href=\"https://www.sparetheair.org/\">Spare the Air Alert\u003c/a> through Sunday as large parts of the Bay Area experienced a second day of hazy skies.\u003c/p>\n\u003cp>The haze, which started Saturday, was caused by a combination of pollution in the Central Valley and smoke from winter wood burning, both brought into the region by Saturday’s easterly winds, according to Aaron Richardson, a spokesperson for the Bay Area Air Quality Management District. The air quality is considered unhealthy for sensitive groups, including seniors, young children, and people with respiratory illnesses.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Both sources, Richardson said, led to high levels of fine particle pollution in the evening and overnight that was expected to clear up Sunday, but “that didn’t happen as expected.”\u003c/p>\n\u003cp>“I think the easterly and northerly winds had a bit of a stalemate overnight,” he said.\u003c/p>\n\u003cp>Air quality has been impacted on the Peninsula, Santa Clara Valley, Alameda County, West Contra Costa County and parts of the North Bay.\u003c/p>\n\u003cp>“This is not a wildfire, this is seasonal,” said Richardson. “Wood burning is sort of the number one source of fine particle pollution in the wintertime. There’s automobile exhaust combustion and various things like that, but we are also getting [the pollution] because of the weather patterns.”\u003c/p>\n\u003cp>According to the National Weather Service, a combination of low temperatures and weak winds are contributing to the hazy conditions across the Bay Area.\u003c/p>\n\u003cp>https://x.com/NWSBayArea/status/1865826326160244747\u003c/p>\n\u003cp>Air quality is anticipated to gradually improve Sunday, with light winds picking up from the north in the afternoon and evening.[aside postID=\"science_1926793,news_11834305\" label=\"Related Stories\"]\u003c/p>\n\u003cp>While the Spare the Air Alert is in effect, all use of wood-burning devices in the Bay Area are prohibited, including fireplaces, wood stoves, pellet stoves and outdoor fire pits. Electric fireplaces, natural gas, and propane are still allowed as well as exemptions for homes without permanently installed heating.\u003c/p>\n\u003cp>Alerts from the district may be called up to three days in advance to prevent air pollution from exceeding federal standards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Sara Hossaini and Spencer Whitney contributed reporting to this story.\u003c/em>\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Update 9 a.m. Monday\u003c/b>:\u003c/p>\n\u003cp>As of Monday morning, air quality has improved substantially across the entire Bay Area, with AQI mainly in the “Good” category/ Visibility is clear outside of any localized valley fog, with little to no haze, according to the Bay Area Air Quality Management District.\u003c/p>\n\u003cp>\u003cb>Original story, 1 p.m., Sunday\u003c/b>:\u003c/p>\n\u003cp>Officials issued a \u003ca href=\"https://www.sparetheair.org/\">Spare the Air Alert\u003c/a> through Sunday as large parts of the Bay Area experienced a second day of hazy skies.\u003c/p>\n\u003cp>The haze, which started Saturday, was caused by a combination of pollution in the Central Valley and smoke from winter wood burning, both brought into the region by Saturday’s easterly winds, according to Aaron Richardson, a spokesperson for the Bay Area Air Quality Management District. The air quality is considered unhealthy for sensitive groups, including seniors, young children, and people with respiratory illnesses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While the Spare the Air Alert is in effect, all use of wood-burning devices in the Bay Area are prohibited, including fireplaces, wood stoves, pellet stoves and outdoor fire pits. Electric fireplaces, natural gas, and propane are still allowed as well as exemptions for homes without permanently installed heating.\u003c/p>\n\u003cp>Alerts from the district may be called up to three days in advance to prevent air pollution from exceeding federal standards.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003cem>KQED’s Sara Hossaini and Spencer Whitney contributed reporting to this story.\u003c/em>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"content": "\u003cp>A member of the Belmont City Council who chairs the regional air-quality board appears certain to lose her bid for reelection after the \u003ca href=\"https://www.kqed.org/news/12010828/oil-industry-spends-thousands-on-local-bay-area-election-in-city-with-no-refineries\">oil industry poured thousands of dollars\u003c/a> into an effort to back her opponent.\u003c/p>\n\u003cp>Davina Hurt trailed fellow Councilmember Tom McCune 53% to 33%, down by nearly 400 votes in a district of just over 4,500 registered voters, \u003ca href=\"https://www.kqed.org/elections/results/sanmateo/belmont#city-council-district-4\">according to the latest numbers\u003c/a> from San Mateo County elections officials.\u003c/p>\n\u003cp>“I was the target of big oil money, and it played a major role in the election results last night,” Hurt said in a text to KQED on Wednesday morning. “The sheer amount of money poured in to sway this District 4 election for the city of Belmont was staggering and unprecedented.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>An independent expenditure committee funded by Chevron, Phillips 66, Marathon Petroleum and PBF Energy spent $23,545 supporting McCune, according to campaign disclosure forms filed with the city.\u003c/p>\n\u003cp>Hurt, who chairs the Bay Area Air Quality Management District board and is a member of the California Air Resources Board, has been an outspoken advocate for more regulatory oversight of the oil refining industry.\u003c/p>\n\u003cp>“The fact big oil targeted me is evidence I was effective and did great work” at the two agencies, Hurt said. “Losing this election is a small price to pay for holding big oil accountable for the past four years and standing up for all communities to breathe cleaner air.”\u003c/p>\n\u003cp>[aside label=\"Live 2024 Election Results\" link1='https://www.kqed.org/elections/results/sanmateo,San Mateo County: Stay informed with the latest results for elected leaders and measures passed' hero=https://cdn.kqed.org/wp-content/uploads/sites/80/2024/10/Aside-Results-Local-Elections-San-Mateo-County-1200x1200-1.png]\u003c/p>\n\u003cp>The election came several days after the regional air district hit oil company Valero with the agency’s largest penalty ever, \u003ca href=\"https://www.kqed.org/news/12011785/bay-area-air-district-hits-valeros-benicia-refinery-with-historic-82-million-fine\">an $82 million fine\u003c/a> for at least 15 years of unreported toxic emissions and other alleged air quality violations at its Benicia refinery. And it came nine months after Chevron and PBF gave up their attack on new refinery pollution controls, leading to a settlement with the companies worth tens of millions of dollars.\u003c/p>\n\u003cp>McCune said he earned the win and that the oil industry super PAC had no big influence.\u003c/p>\n\u003cp>“I started campaigning somewhat early. I started walking streets and knocking on doors in August, and I managed to walk every street in the district by Election Day. I put out yard signs six weeks before any other candidate,” McCune said in an email to KQED.\u003c/p>\n\u003cp>“I think of myself as the most centrist candidate in this race. I didn’t try to appeal to the extremes. I think that worked well in Belmont District 4,” he said.\u003c/p>\n\u003cp>Hurt and McCune faced off against each other because Belmont recently transitioned from citywide, at-large elections to district contests.\u003c/p>\n\u003cp>In the past, oil industry groups have poured money into elections in Richmond and Benicia, cities that are home to the Chevron and Valero refineries.\u003c/p>\n\u003cp>Hurt has pointed out that Belmont has no oil industry infrastructure.\u003c/p>\n\u003cp>The super PAC involved in Belmont’s election is officially called the Committee for Jobs and the Economy, Sponsored by Energy Companies and Building Trades Unions Representing Working Men and Women. Its representatives and those for the oil companies funding it have not commented on why they spent money on flyers supporting McCune.\u003c/p>\n\u003cp>Melissa Michelson, a political scientist at the Peninsula’s Menlo College, said McCune’s win is another example of the power of outside spending unleashed by the Supreme Court’s 2010 \u003ca href=\"https://www.brennancenter.org/our-work/research-reports/citizens-united-explained\">Citizens United decision\u003c/a>. That 5–4 ruling opened the way for corporations and unions to give unlimited amounts of money to political committees active in election campaigns.\u003c/p>\n\u003cp>“In a down-ballot race during a presidential election, candidates for local office often have a challenging time breaking through the noise to get their message out to voters,” Michelson said. “An outside group with deep pockets can get their message out and influence vote choice. It’s not unique to this race. We saw it all over the country yesterday.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>A member of the Belmont City Council who chairs the regional air-quality board appears certain to lose her bid for reelection after the \u003ca href=\"https://www.kqed.org/news/12010828/oil-industry-spends-thousands-on-local-bay-area-election-in-city-with-no-refineries\">oil industry poured thousands of dollars\u003c/a> into an effort to back her opponent.\u003c/p>\n\u003cp>Davina Hurt trailed fellow Councilmember Tom McCune 53% to 33%, down by nearly 400 votes in a district of just over 4,500 registered voters, \u003ca href=\"https://www.kqed.org/elections/results/sanmateo/belmont#city-council-district-4\">according to the latest numbers\u003c/a> from San Mateo County elections officials.\u003c/p>\n\u003cp>“I was the target of big oil money, and it played a major role in the election results last night,” Hurt said in a text to KQED on Wednesday morning. “The sheer amount of money poured in to sway this District 4 election for the city of Belmont was staggering and unprecedented.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The election came several days after the regional air district hit oil company Valero with the agency’s largest penalty ever, \u003ca href=\"https://www.kqed.org/news/12011785/bay-area-air-district-hits-valeros-benicia-refinery-with-historic-82-million-fine\">an $82 million fine\u003c/a> for at least 15 years of unreported toxic emissions and other alleged air quality violations at its Benicia refinery. And it came nine months after Chevron and PBF gave up their attack on new refinery pollution controls, leading to a settlement with the companies worth tens of millions of dollars.\u003c/p>\n\u003cp>McCune said he earned the win and that the oil industry super PAC had no big influence.\u003c/p>\n\u003cp>“I started campaigning somewhat early. I started walking streets and knocking on doors in August, and I managed to walk every street in the district by Election Day. I put out yard signs six weeks before any other candidate,” McCune said in an email to KQED.\u003c/p>\n\u003cp>“I think of myself as the most centrist candidate in this race. I didn’t try to appeal to the extremes. I think that worked well in Belmont District 4,” he said.\u003c/p>\n\u003cp>Hurt and McCune faced off against each other because Belmont recently transitioned from citywide, at-large elections to district contests.\u003c/p>\n\u003cp>In the past, oil industry groups have poured money into elections in Richmond and Benicia, cities that are home to the Chevron and Valero refineries.\u003c/p>\n\u003cp>Hurt has pointed out that Belmont has no oil industry infrastructure.\u003c/p>\n\u003cp>The super PAC involved in Belmont’s election is officially called the Committee for Jobs and the Economy, Sponsored by Energy Companies and Building Trades Unions Representing Working Men and Women. Its representatives and those for the oil companies funding it have not commented on why they spent money on flyers supporting McCune.\u003c/p>\n\u003cp>Melissa Michelson, a political scientist at the Peninsula’s Menlo College, said McCune’s win is another example of the power of outside spending unleashed by the Supreme Court’s 2010 \u003ca href=\"https://www.brennancenter.org/our-work/research-reports/citizens-united-explained\">Citizens United decision\u003c/a>. That 5–4 ruling opened the way for corporations and unions to give unlimited amounts of money to political committees active in election campaigns.\u003c/p>\n\u003cp>“In a down-ballot race during a presidential election, candidates for local office often have a challenging time breaking through the noise to get their message out to voters,” Michelson said. “An outside group with deep pockets can get their message out and influence vote choice. It’s not unique to this race. We saw it all over the country yesterday.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"info": "KQED’s statewide radio news program providing daily coverage of issues, trends and public policy decisions.",
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"officialWebsiteLink": "/californiareport",
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"order": 8
},
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"info": "Every week, The California Report Magazine takes you on a road trip for the ears: to visit the places and meet the people who make California unique. The in-depth storytelling podcast from the California Report.",
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"source": "City Arts & Lectures"
},
"link": "https://www.cityarts.net",
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"order": 1
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"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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"id": "commonwealth-club",
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"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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"source": "Commonwealth Club of California"
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"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.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
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"order": 9
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"officialWebsiteLink": "http://freakonomics.com/",
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"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
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},
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"id": "fresh-air",
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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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"hidden-brain": {
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"meta": {
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"source": "NPR"
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"how-i-built-this": {
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"airtime": "SUN 7:30pm-8pm",
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"link": "/radio/program/how-i-built-this",
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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. ",
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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. ",
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"order": 18
},
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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/",
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},
"link": "/radio/program/latino-usa",
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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": {
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"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",
"npr": "https://www.npr.org/podcasts/464615685/mind-shift-podcast",
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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?",
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