Bay Area Lawmaker Tries to Save Carpool Lane Access for Clean Air Vehicles
San Francisco Approves Plan to Add Hundreds of EV Chargers at City Facilities
Lawsuit Blames PG&E, Vistra for Toxic Fire at Monterey Battery Storage Facility
SF to Consider New EV Charging Safety Rules as Lithium-Ion Batteries Pose Risk
California's Embrace of Zero-Emission Vehicles Could Hit a Wall With the New Trump Presidency
Newsom Vows to Bring Back California EV Rebates if Trump Cuts Federal Credit
California Air Regulators Approve Changes to Climate Program That Could Raise Gas Prices
More BART Stations Could Soon Get EV Chargers Thanks to Federal Funding
What Will It Take to Improve EV Infrastructure in California?
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"content": "\u003cp>An \u003ca href=\"https://www.kqed.org/news/tag/mark-desaulnier\">East Bay lawmaker\u003c/a> has launched a last-minute attempt to extend a program that allows solo drivers of electric cars and other state-approved clean air vehicles to use carpool lanes.\u003c/p>\n\u003cp>The federal “special rule” that has given zero- and low-emission vehicles \u003ca href=\"https://www.kqed.org/news/12055568/drive-a-hybrid-or-ev-your-solo-carpool-lane-access-ends-this-month\">special access to carpool lanes\u003c/a> for the past 25 years expires Sept. 30 after Congress failed to renew it.\u003c/p>\n\u003cp>Rep. Mark DeSaulnier, D-Concord, introduced \u003ca href=\"https://www.congress.gov/bill/119th-congress/house-bill/4948/text\">a bill\u003c/a> that would amend the federal \u003ca href=\"https://www.law.cornell.edu/uscode/text/23/166\">law \u003c/a>that sets carpool lane requirements and extend the exemption through September 2031.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In an interview on Wednesday, DeSaulnier said continuing the exemption is necessary both to reduce traffic congestion and to maintain market momentum for environmentally friendly vehicles.\u003c/p>\n\u003cp>“It gets traffic moving and incentivizes people to get these cars that are better for the environment, better for public health and are more efficient,” he said.\u003c/p>\n\u003cp>Supporters of the carpool exemption blame Republican opposition to clean air incentives, including a popular tax credit for electric vehicle purchases, for the failure to extend the program.[aside postID=news_12055568 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/09/CleanAirVehicleDecalGetty.jpg']DeSaulnier said he feels the political environment has played a role in blocking action on the carpool lanes, though he’s still aiming for bipartisan support. One reason he’d expect Republicans to support keeping the carpool exemption in place is that it’s a matter of letting states set their own policy.\u003c/p>\n\u003cp>“That’s the argument for the bill with the majority party right now,” he said. “You always say ‘states’ rights’ and ‘Let the states and local communities decide.’ Why wouldn’t you let us? Or is it just hypocrisy when it comes to a state like California or the Bay Area? So therein lies one of the challenges in this environment.”\u003c/p>\n\u003cp>DeSaulnier said he hopes to find support among representatives from the 12 other states that grant special carpool lane access for single-occupant vehicles: Arizona, Colorado, Florida, Georgia, Hawaii, Maryland, New Jersey, New York, North Carolina, Tennessee, Utah and Virginia.\u003c/p>\n\u003cp>“We’re working with Republicans, particularly in other states, to see if we can get this done,” DeSaulnier said. “It’s the right thing to do. Let the states decide. Every region is a little bit different, but let them decide based on their own economic and environmental analysis.”\u003c/p>\n\u003cp>DeSaulnier didn’t minimize the challenge of getting the exemption extended, especially with Congress facing an end-of-the-month deadline to take action to keep the government funded. The key will be to get language from his bill or from similar legislation introduced by Rep. Nick LaLota, R-New York, inserted into Congress’ next funding bill.\u003c/p>\n\u003cp>“There is a strategy here to get this done, but it is a very heavy lift given the time frame and the environment back here,” DeSaulnier said. “And it’s ridiculous that it’s a heavy lift, but this is the world we live in.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>An \u003ca href=\"https://www.kqed.org/news/tag/mark-desaulnier\">East Bay lawmaker\u003c/a> has launched a last-minute attempt to extend a program that allows solo drivers of electric cars and other state-approved clean air vehicles to use carpool lanes.\u003c/p>\n\u003cp>The federal “special rule” that has given zero- and low-emission vehicles \u003ca href=\"https://www.kqed.org/news/12055568/drive-a-hybrid-or-ev-your-solo-carpool-lane-access-ends-this-month\">special access to carpool lanes\u003c/a> for the past 25 years expires Sept. 30 after Congress failed to renew it.\u003c/p>\n\u003cp>Rep. Mark DeSaulnier, D-Concord, introduced \u003ca href=\"https://www.congress.gov/bill/119th-congress/house-bill/4948/text\">a bill\u003c/a> that would amend the federal \u003ca href=\"https://www.law.cornell.edu/uscode/text/23/166\">law \u003c/a>that sets carpool lane requirements and extend the exemption through September 2031.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In an interview on Wednesday, DeSaulnier said continuing the exemption is necessary both to reduce traffic congestion and to maintain market momentum for environmentally friendly vehicles.\u003c/p>\n\u003cp>“It gets traffic moving and incentivizes people to get these cars that are better for the environment, better for public health and are more efficient,” he said.\u003c/p>\n\u003cp>Supporters of the carpool exemption blame Republican opposition to clean air incentives, including a popular tax credit for electric vehicle purchases, for the failure to extend the program.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>DeSaulnier said he feels the political environment has played a role in blocking action on the carpool lanes, though he’s still aiming for bipartisan support. One reason he’d expect Republicans to support keeping the carpool exemption in place is that it’s a matter of letting states set their own policy.\u003c/p>\n\u003cp>“That’s the argument for the bill with the majority party right now,” he said. “You always say ‘states’ rights’ and ‘Let the states and local communities decide.’ Why wouldn’t you let us? Or is it just hypocrisy when it comes to a state like California or the Bay Area? So therein lies one of the challenges in this environment.”\u003c/p>\n\u003cp>DeSaulnier said he hopes to find support among representatives from the 12 other states that grant special carpool lane access for single-occupant vehicles: Arizona, Colorado, Florida, Georgia, Hawaii, Maryland, New Jersey, New York, North Carolina, Tennessee, Utah and Virginia.\u003c/p>\n\u003cp>“We’re working with Republicans, particularly in other states, to see if we can get this done,” DeSaulnier said. “It’s the right thing to do. Let the states decide. Every region is a little bit different, but let them decide based on their own economic and environmental analysis.”\u003c/p>\n\u003cp>DeSaulnier didn’t minimize the challenge of getting the exemption extended, especially with Congress facing an end-of-the-month deadline to take action to keep the government funded. The key will be to get language from his bill or from similar legislation introduced by Rep. Nick LaLota, R-New York, inserted into Congress’ next funding bill.\u003c/p>\n\u003cp>“There is a strategy here to get this done, but it is a very heavy lift given the time frame and the environment back here,” DeSaulnier said. “And it’s ridiculous that it’s a heavy lift, but this is the world we live in.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> is one step closer to transitioning to a green fleet on Tuesday, after the Board of Supervisors unanimously approved a plan to install roughly 400 electric vehicle chargers at city-owned facilities.\u003c/p>\n\u003cp>The initiative, which draws on a $5 million California Energy Commission grant and $3 million in city funds, is part of a larger push to \u003ca href=\"https://www.kqed.org/news/12020242/san-francisco-1st-curbside-ev-charging-stations-debut-these-2-neighborhoods\">expand\u003c/a> electric vehicle infrastructure and expedite progress toward the city’s goal of becoming 100% zero-emission by 2040.\u003c/p>\n\u003cp>Mayor Daniel Lurie’s office and City Administrator Carmen Chu estimate the new chargers will power around 800 vehicles, about 40% of what is needed to transition the city’s cars, vans and trucks to electric.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The lack of chargers has been a major barrier to the transition, Chu said.\u003c/p>\n\u003cp>“Now, with this grant, we’ll be able to have the infrastructure in place,” Chu said.\u003c/p>\n\u003cp>With more chargers in place, the city will be able to move ahead with new EV purchases.\u003c/p>\n\u003cp>William Riggs, a USF professor and director of the Autonomous Vehicles and the City Initiative, said the grant is a good step toward meeting the city’s zero-emission benchmark but added that other considerations remain.\u003c/p>\n\u003cp>“You can’t just invest in EV infrastructure for private automobiles,” he said. “You have to invest in EV and infrastructure for transit vehicles, and invest in walking and cycling infrastructure alongside that.”[aside postID=news_12023483 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/ElectricVehicleChargingStatonSFGetty-1020x680.jpg']Ted Lamm, an associate director at UC Berkeley’s Center for Law, Energy, & the Environment, echoed the sentiment, noting that the next step should be to ensure that public transportation services like BART are also powered by clean electricity.\u003c/p>\n\u003cp>“As more and more vehicles become electrified and are plugging into the electric grid — that has the real long-term potential to lower electricity costs for everyone,” he said.\u003c/p>\n\u003cp>Lamm also raised concerns about the city’s broader plan to install over 1,500 public chargers citywide for residents, pointing out that underserved communities often rely on street parking.\u003c/p>\n\u003cp>“At the end of the day, the best place for electric vehicle charging is in private garages,” Lamm said. “It needs to be done in areas where we know there’s sufficient need, or there will be sufficient need, for that curbside charging.”\u003c/p>\n\u003cp>Riggs reiterated Lamm’s concerns. “Execution is everything, but we have to guard against this idea of EVs being the one and only answer,” he said.\u003c/p>\n\u003cp>City officials said they expect the new chargers to be fully installed by 2027.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> is one step closer to transitioning to a green fleet on Tuesday, after the Board of Supervisors unanimously approved a plan to install roughly 400 electric vehicle chargers at city-owned facilities.\u003c/p>\n\u003cp>The initiative, which draws on a $5 million California Energy Commission grant and $3 million in city funds, is part of a larger push to \u003ca href=\"https://www.kqed.org/news/12020242/san-francisco-1st-curbside-ev-charging-stations-debut-these-2-neighborhoods\">expand\u003c/a> electric vehicle infrastructure and expedite progress toward the city’s goal of becoming 100% zero-emission by 2040.\u003c/p>\n\u003cp>Mayor Daniel Lurie’s office and City Administrator Carmen Chu estimate the new chargers will power around 800 vehicles, about 40% of what is needed to transition the city’s cars, vans and trucks to electric.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The lack of chargers has been a major barrier to the transition, Chu said.\u003c/p>\n\u003cp>“Now, with this grant, we’ll be able to have the infrastructure in place,” Chu said.\u003c/p>\n\u003cp>With more chargers in place, the city will be able to move ahead with new EV purchases.\u003c/p>\n\u003cp>William Riggs, a USF professor and director of the Autonomous Vehicles and the City Initiative, said the grant is a good step toward meeting the city’s zero-emission benchmark but added that other considerations remain.\u003c/p>\n\u003cp>“You can’t just invest in EV infrastructure for private automobiles,” he said. “You have to invest in EV and infrastructure for transit vehicles, and invest in walking and cycling infrastructure alongside that.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Ted Lamm, an associate director at UC Berkeley’s Center for Law, Energy, & the Environment, echoed the sentiment, noting that the next step should be to ensure that public transportation services like BART are also powered by clean electricity.\u003c/p>\n\u003cp>“As more and more vehicles become electrified and are plugging into the electric grid — that has the real long-term potential to lower electricity costs for everyone,” he said.\u003c/p>\n\u003cp>Lamm also raised concerns about the city’s broader plan to install over 1,500 public chargers citywide for residents, pointing out that underserved communities often rely on street parking.\u003c/p>\n\u003cp>“At the end of the day, the best place for electric vehicle charging is in private garages,” Lamm said. “It needs to be done in areas where we know there’s sufficient need, or there will be sufficient need, for that curbside charging.”\u003c/p>\n\u003cp>Riggs reiterated Lamm’s concerns. “Execution is everything, but we have to guard against this idea of EVs being the one and only answer,” he said.\u003c/p>\n\u003cp>City officials said they expect the new chargers to be fully installed by 2027.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"slug": "lawsuit-blames-pge-vistra-for-toxic-fire-at-monterey-battery-storage-facility",
"title": "Lawsuit Blames PG&E, Vistra for Toxic Fire at Monterey Battery Storage Facility",
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"content": "\u003cp>Four people are suing PG&E and the operators of a \u003ca href=\"https://www.kqed.org/news/12024233/monterey-county-battery-fire-linked-surge-heavy-metals-nature-reserves-soil\">Monterey County battery storage facility\u003c/a> that caught fire last month, releasing toxic chemicals and raising health concerns.\u003c/p>\n\u003cp>The lawsuit claims Vistra Corp, which runs the facility, knew or should have known the risks of operating a facility with over 100,000 lithium batteries and failed to take safety measures to prevent or contain the fire. It criticizes the battery types used, the indoor storage of some units and an allegedly faulty and inadequate heat-suppression system.\u003c/p>\n\u003cp>The fire erupted inside a facility building on the afternoon of Jan. 16, forcing the evacuation of about 1,500 people, according to the lawsuit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Because battery fires are difficult and dangerous to extinguish, emergency responders often let them burn out, a strategy officials followed in this case.\u003c/p>\n\u003cp>The fire burned and flared well into the next day, ultimately destroying 80% of the building and its batteries, according to local officials.\u003c/p>\n\u003cp>The lawsuit alleges the facility relied on lithium nickel manganese cobalt oxide batteries, prone to overheating more than newer alternatives, and overcrowded them inside the building.\u003c/p>\n\u003cfigure id=\"attachment_12022877\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12022877 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of flames at Moss Landing Power Plant located on Pacific Coast Highway in Monterey Bay, California, on Jan. 16, 2025. \u003ccite>(Tayfun Coskun/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a process known as thermal runaway, a faulty battery cell can overheat, releasing flammable gases that can ignite upon contact with oxygen and rapidly spread fire to nearby batteries.\u003c/p>\n\u003cp>“They used these lithium-ion batteries to store electricity knowing that they were using the more dangerous type of battery and they put the batteries indoors, which you should never do,” said Knut Johnson, an attorney representing the residents. “Fewer than 1% of all large electronic storage facilities have batteries indoors because it is very dangerous.”\u003c/p>\n\u003cp>Other experts echoed that concern in the days after the fire.\u003c/p>\n\u003cp>“It’s relatively uncommon to have lithium-ion batteries in a giant building like that. Many of these new batteries that are being built are actually built in containers,” Dustin Mulvaney, a professor of environmental studies at San José State University, told KQED. “Those containers are separated … You could control the spread of the fire to some extent by just keeping those adjacent containers cool. Inside of a building. There’s no way to do that.”\u003c/p>\n\u003cp>[aside postID=news_12024233 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/ElkhornSlough-1020x765.jpg']\u003c/p>\n\u003cp>The day after the fire, local officials disclosed that the building’s fire suppression system failed to activate.\u003c/p>\n\u003cp>“Additionally, the Moss Landing BESS suffered two previous fires, one in 2021 and one in 2022. Defendant VISTRA’s own investigation of those fires highlighted the deficiencies of the fire suppression system at the Moss Landing BESS, yet no changes were made,” the complaint states.\u003c/p>\n\u003cp>Vistra Corp declined to comment for this story.\u003c/p>\n\u003cp>The lawsuit also claims that PG&E shares responsibility, as it draws power from the facility and has a say in the equipment used there.\u003c/p>\n\u003cp>“The Moss Landing power plant is located adjacent to — but walled off and separate from — PG&E’s Moss Landing electric substation,” PG&E said in a statement.\u003c/p>\n\u003cp>The four plaintiffs in the lawsuit are seeking compensation for the harm caused by the fire, including forced evacuations and property damage covered in soot and ash, which may contain toxic compounds.\u003c/p>\n\u003cp>A field survey by San José State University’s Moss Landing Marine Laboratories detected unusually high levels of nickel, manganese and cobalt in soils within 2 miles of the lithium battery storage site, linking the contamination to the fire.\u003c/p>\n\u003cp>A Facebook group focused on potential health effects from the fire quickly grew to thousands of members, as locals reported a foul odor, a metallic taste and symptoms such as headaches, sore throats and nausea they suspected were related to the blaze.\u003c/p>\n\u003cp>“Many people in the community are now being tested for heavy metals in their system. They’re questioning whether they can put their children back in the schools, use the local facilities like playgrounds for kids,” Johnson, the lawyer, said. “What they’ve suffered immediately is very significant. What they could suffer over the long run is something we’re going to have to figure out.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Four people are suing PG&E and the operators of a \u003ca href=\"https://www.kqed.org/news/12024233/monterey-county-battery-fire-linked-surge-heavy-metals-nature-reserves-soil\">Monterey County battery storage facility\u003c/a> that caught fire last month, releasing toxic chemicals and raising health concerns.\u003c/p>\n\u003cp>The lawsuit claims Vistra Corp, which runs the facility, knew or should have known the risks of operating a facility with over 100,000 lithium batteries and failed to take safety measures to prevent or contain the fire. It criticizes the battery types used, the indoor storage of some units and an allegedly faulty and inadequate heat-suppression system.\u003c/p>\n\u003cp>The fire erupted inside a facility building on the afternoon of Jan. 16, forcing the evacuation of about 1,500 people, according to the lawsuit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Because battery fires are difficult and dangerous to extinguish, emergency responders often let them burn out, a strategy officials followed in this case.\u003c/p>\n\u003cp>The fire burned and flared well into the next day, ultimately destroying 80% of the building and its batteries, according to local officials.\u003c/p>\n\u003cp>The lawsuit alleges the facility relied on lithium nickel manganese cobalt oxide batteries, prone to overheating more than newer alternatives, and overcrowded them inside the building.\u003c/p>\n\u003cfigure id=\"attachment_12022877\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12022877 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/MossLandingGetty-1920x1280.jpg 1920w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A view of flames at Moss Landing Power Plant located on Pacific Coast Highway in Monterey Bay, California, on Jan. 16, 2025. \u003ccite>(Tayfun Coskun/Anadolu via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>In a process known as thermal runaway, a faulty battery cell can overheat, releasing flammable gases that can ignite upon contact with oxygen and rapidly spread fire to nearby batteries.\u003c/p>\n\u003cp>“They used these lithium-ion batteries to store electricity knowing that they were using the more dangerous type of battery and they put the batteries indoors, which you should never do,” said Knut Johnson, an attorney representing the residents. “Fewer than 1% of all large electronic storage facilities have batteries indoors because it is very dangerous.”\u003c/p>\n\u003cp>Other experts echoed that concern in the days after the fire.\u003c/p>\n\u003cp>“It’s relatively uncommon to have lithium-ion batteries in a giant building like that. Many of these new batteries that are being built are actually built in containers,” Dustin Mulvaney, a professor of environmental studies at San José State University, told KQED. “Those containers are separated … You could control the spread of the fire to some extent by just keeping those adjacent containers cool. Inside of a building. There’s no way to do that.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The day after the fire, local officials disclosed that the building’s fire suppression system failed to activate.\u003c/p>\n\u003cp>“Additionally, the Moss Landing BESS suffered two previous fires, one in 2021 and one in 2022. Defendant VISTRA’s own investigation of those fires highlighted the deficiencies of the fire suppression system at the Moss Landing BESS, yet no changes were made,” the complaint states.\u003c/p>\n\u003cp>Vistra Corp declined to comment for this story.\u003c/p>\n\u003cp>The lawsuit also claims that PG&E shares responsibility, as it draws power from the facility and has a say in the equipment used there.\u003c/p>\n\u003cp>“The Moss Landing power plant is located adjacent to — but walled off and separate from — PG&E’s Moss Landing electric substation,” PG&E said in a statement.\u003c/p>\n\u003cp>The four plaintiffs in the lawsuit are seeking compensation for the harm caused by the fire, including forced evacuations and property damage covered in soot and ash, which may contain toxic compounds.\u003c/p>\n\u003cp>A field survey by San José State University’s Moss Landing Marine Laboratories detected unusually high levels of nickel, manganese and cobalt in soils within 2 miles of the lithium battery storage site, linking the contamination to the fire.\u003c/p>\n\u003cp>A Facebook group focused on potential health effects from the fire quickly grew to thousands of members, as locals reported a foul odor, a metallic taste and symptoms such as headaches, sore throats and nausea they suspected were related to the blaze.\u003c/p>\n\u003cp>“Many people in the community are now being tested for heavy metals in their system. They’re questioning whether they can put their children back in the schools, use the local facilities like playgrounds for kids,” Johnson, the lawyer, said. “What they’ve suffered immediately is very significant. What they could suffer over the long run is something we’re going to have to figure out.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "SF to Consider New EV Charging Safety Rules as Lithium-Ion Batteries Pose Risk",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> Fire Marshal Ken Cofflin is proposing new safety regulations for electric vehicle charging stations as concerns grow over lithium-ion battery explosions during charging.\u003c/p>\n\u003cp>In 2024, the San Francisco Fire Department recorded approximately 15 incidents involving lithium-ion battery explosions across the city — not just in electric cars but also in scooters, bikes and even a \u003ca href=\"https://x.com/sffdpio/status/1839375192273162481?s=12&t=9Xd5t52h703PlyNOIm4Eag\">leaf-blower\u003c/a>.\u003c/p>\n\u003cp>Cofflin, who will present his proposal to the San Francisco Fire Commission on Wednesday, is urging the city to mandate advanced sprinkler systems for parking spaces equipped with electric vehicle charging stations to address the heightened fire risk.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>While existing codes already require fire-sprinkler protection, Cofflin’s proposal calls for increasing the water flow capacity of these systems, improving their ability to handle the fire risks from lithium-ion battery incidents.\u003c/p>\n\u003cp>In his presentation notes, Cofflin emphasizes the need to update charging station standards, describing lithium-ion batteries and EV charging as “a potential high fire hazard condition.”\u003c/p>\n\u003cp>He also wrote that electric vehicles that charge in enclosed spaces, like parking garages, “significantly increase fire-life safety hazards to building occupants, structure, adjacent vehicles, and First Responders.”\u003c/p>\n\u003cp>Cofflin’s proposal comes at a crucial time, following the city receiving a $15 million federal grant from the U.S. Department of Transportation’s Charging and Fueling Infrastructure Grant Program, aimed at expanding and improving access to EV charging stations.\u003c/p>\n\u003cp>[aside postID=news_12020242 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2022/04/GettyImages-1383559813-1020x660.jpg']\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.sf.gov/news--san-francisco-wins-15-million-grant-meet-growing-demand-ev-charging-throughout-city\">press release\u003c/a> last week, the Office of the Mayor announced plans to expand the city’s current number of total charging ports by 30%, aiming to install 300 new charging stations citywide.\u003c/p>\n\u003cp>Lithium-ion batteries, when overheated or defective, are prone to exploding, causing a potential range of fires. A class-action \u003ca href=\"https://www.pacermonitor.com/public/case/56388292/Desparrois_v_Chervon_North_America,_Inc\">lawsuit \u003c/a>was filed this week against Chevron, a global provider of power tools, due to 100 reports of thermal incidents involving the company’s lithium-ion batteries.\u003c/p>\n\u003cp>In Monterey Bay County, a state of emergency was declared Tuesday night due to the Vistra Energy battery power storage facility \u003ca href=\"https://www.kqed.org/news/12022725/massive-fire-monterey-county-battery-plant-spews-toxic-smoke-forces-evacuations\">fire \u003c/a>in Moss Landing.\u003c/p>\n\u003cp>The plant, which is the largest lithium-ion battery storage facility in the world, could not be directly extinguished by crews, as lithium-ion battery fires burn at abnormally high temperatures and are difficult to put out.\u003c/p>\n\u003cp>While most lithium-ion batteries for electric vehicle charging purposes aren’t nearly as large or powerful as those in the Vistra Energy facility, their properties still pose a challenge for firefighters and other first responders.\u003c/p>\n\u003cp>Cofflin acknowledged this, highlighting the difficulty of “extinguishment of an inaccessible fire due to extreme temperatures and concealed batteries.”\u003c/p>\n\u003cp>San Francisco Fire Department Captain Jonathan Baxter also stressed the potential hazards surrounding lithium-ion batteries.\u003c/p>\n\u003cp>“While these batteries offer efficient power, mishandling, improper use, charging, or storage can lead to overheating, fires, and even explosions,” he wrote in an email.\u003c/p>\n\u003cp>Baxter said that overcharging, storing the batteries in direct sunlight and tears in the charging cables can all increase the risk of fire hazards.\u003c/p>\n\u003cp>“As lithium-ion batteries become more prevalent in our daily lives, it’s crucial to prioritize safety,” he said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a> Fire Marshal Ken Cofflin is proposing new safety regulations for electric vehicle charging stations as concerns grow over lithium-ion battery explosions during charging.\u003c/p>\n\u003cp>In 2024, the San Francisco Fire Department recorded approximately 15 incidents involving lithium-ion battery explosions across the city — not just in electric cars but also in scooters, bikes and even a \u003ca href=\"https://x.com/sffdpio/status/1839375192273162481?s=12&t=9Xd5t52h703PlyNOIm4Eag\">leaf-blower\u003c/a>.\u003c/p>\n\u003cp>Cofflin, who will present his proposal to the San Francisco Fire Commission on Wednesday, is urging the city to mandate advanced sprinkler systems for parking spaces equipped with electric vehicle charging stations to address the heightened fire risk.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>While existing codes already require fire-sprinkler protection, Cofflin’s proposal calls for increasing the water flow capacity of these systems, improving their ability to handle the fire risks from lithium-ion battery incidents.\u003c/p>\n\u003cp>In his presentation notes, Cofflin emphasizes the need to update charging station standards, describing lithium-ion batteries and EV charging as “a potential high fire hazard condition.”\u003c/p>\n\u003cp>He also wrote that electric vehicles that charge in enclosed spaces, like parking garages, “significantly increase fire-life safety hazards to building occupants, structure, adjacent vehicles, and First Responders.”\u003c/p>\n\u003cp>Cofflin’s proposal comes at a crucial time, following the city receiving a $15 million federal grant from the U.S. Department of Transportation’s Charging and Fueling Infrastructure Grant Program, aimed at expanding and improving access to EV charging stations.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In a \u003ca href=\"https://www.sf.gov/news--san-francisco-wins-15-million-grant-meet-growing-demand-ev-charging-throughout-city\">press release\u003c/a> last week, the Office of the Mayor announced plans to expand the city’s current number of total charging ports by 30%, aiming to install 300 new charging stations citywide.\u003c/p>\n\u003cp>Lithium-ion batteries, when overheated or defective, are prone to exploding, causing a potential range of fires. A class-action \u003ca href=\"https://www.pacermonitor.com/public/case/56388292/Desparrois_v_Chervon_North_America,_Inc\">lawsuit \u003c/a>was filed this week against Chevron, a global provider of power tools, due to 100 reports of thermal incidents involving the company’s lithium-ion batteries.\u003c/p>\n\u003cp>In Monterey Bay County, a state of emergency was declared Tuesday night due to the Vistra Energy battery power storage facility \u003ca href=\"https://www.kqed.org/news/12022725/massive-fire-monterey-county-battery-plant-spews-toxic-smoke-forces-evacuations\">fire \u003c/a>in Moss Landing.\u003c/p>\n\u003cp>The plant, which is the largest lithium-ion battery storage facility in the world, could not be directly extinguished by crews, as lithium-ion battery fires burn at abnormally high temperatures and are difficult to put out.\u003c/p>\n\u003cp>While most lithium-ion batteries for electric vehicle charging purposes aren’t nearly as large or powerful as those in the Vistra Energy facility, their properties still pose a challenge for firefighters and other first responders.\u003c/p>\n\u003cp>Cofflin acknowledged this, highlighting the difficulty of “extinguishment of an inaccessible fire due to extreme temperatures and concealed batteries.”\u003c/p>\n\u003cp>San Francisco Fire Department Captain Jonathan Baxter also stressed the potential hazards surrounding lithium-ion batteries.\u003c/p>\n\u003cp>“While these batteries offer efficient power, mishandling, improper use, charging, or storage can lead to overheating, fires, and even explosions,” he wrote in an email.\u003c/p>\n\u003cp>Baxter said that overcharging, storing the batteries in direct sunlight and tears in the charging cables can all increase the risk of fire hazards.\u003c/p>\n\u003cp>“As lithium-ion batteries become more prevalent in our daily lives, it’s crucial to prioritize safety,” he said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>Under Governor Gavin Newsom, California has taken on an environmental policy \u003ca href=\"https://www.kqed.org/news/11923646/california-sets-historic-policy-on-zero-emission-vehicles\">that aims to reduce its carbon footprint\u003c/a>, and that relies heavily on zero-emission vehicles (ZEVs).\u003c/p>\n\u003cp>California already has\u003ca href=\"https://www.energy.ca.gov/news/2024-05/zero-emission-vehicle-sales-remain-strong-california\"> nearly 2 million electric vehicles\u003c/a> cruising its roadways, and the state has drawn out plans \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/truckstop-resources/zev-truckstop/zev-101/californias-plan-zero-emission-vehicles#:~:text=CARB%20also%20recently%20passed%20a,emission%20trucks%20beginning%20in%202024.\">for commercial truckers to switch their heavy duty vehicles to ZEVs,\u003c/a> in an effort to further cut pollution.\u003c/p>\n\u003cp>But California’s pathway to going green may face its biggest obstacle in the coming Trump Administration. The President-Elect has \u003ca href=\"https://www.reuters.com/business/autos-transportation/trumps-transition-team-aims-kill-biden-ev-tax-credit-2024-11-14/\">vowed to cut federal tax breaks for ZEV purchases\u003c/a>, and \u003ca href=\"https://stateline.org/2024/12/02/blue-states-prepare-for-battle-over-trumps-environmental-rollbacks/\">de-regulate federal environmental policies. \u003c/a>\u003c/p>\n\u003cp>While Governor Newsom says he plans to \u003ca href=\"https://www.kqed.org/news/12015764/newsom-vows-bring-back-california-ev-rebates-trump-cuts-federal-credit\">bring back state-level incentives for ZEV purchases\u003c/a> if those tax breaks are revoked, California is preparing for a fight with the new Trump Administration over its environmental future.\u003c/p>\n\u003cp>\u003cstrong>California University Students Make Presence Felt at NASA Challenge \u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Students from the Golden State make up half of the 12 teams heading to Houston this week to participate in the NASA Challenge competition, \u003ca href=\"https://stemgateway.nasa.gov/s/course-offering/a0BSJ000000BQC5/mittic-space2pitch-fall-2024\">Space2Pitch.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kazu.org/kazu-news/2024-12-02/two-teams-of-cal-state-monterey-bay-students-are-headed-to-a-national-nasa-competition-in-houston\">Cal State Monterey, UC Davis and San Diego State each sent two-person teams\u003c/a> to take part in the business incubator competition, where students from Minority Serving Institutions pitch innovative uses for NASA’s intellectual property.\u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Under Governor Gavin Newsom, California has taken on an environmental policy \u003ca href=\"https://www.kqed.org/news/11923646/california-sets-historic-policy-on-zero-emission-vehicles\">that aims to reduce its carbon footprint\u003c/a>, and that relies heavily on zero-emission vehicles (ZEVs).\u003c/p>\n\u003cp>California already has\u003ca href=\"https://www.energy.ca.gov/news/2024-05/zero-emission-vehicle-sales-remain-strong-california\"> nearly 2 million electric vehicles\u003c/a> cruising its roadways, and the state has drawn out plans \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/truckstop-resources/zev-truckstop/zev-101/californias-plan-zero-emission-vehicles#:~:text=CARB%20also%20recently%20passed%20a,emission%20trucks%20beginning%20in%202024.\">for commercial truckers to switch their heavy duty vehicles to ZEVs,\u003c/a> in an effort to further cut pollution.\u003c/p>\n\u003cp>But California’s pathway to going green may face its biggest obstacle in the coming Trump Administration. The President-Elect has \u003ca href=\"https://www.reuters.com/business/autos-transportation/trumps-transition-team-aims-kill-biden-ev-tax-credit-2024-11-14/\">vowed to cut federal tax breaks for ZEV purchases\u003c/a>, and \u003ca href=\"https://stateline.org/2024/12/02/blue-states-prepare-for-battle-over-trumps-environmental-rollbacks/\">de-regulate federal environmental policies. \u003c/a>\u003c/p>\n\u003cp>While Governor Newsom says he plans to \u003ca href=\"https://www.kqed.org/news/12015764/newsom-vows-bring-back-california-ev-rebates-trump-cuts-federal-credit\">bring back state-level incentives for ZEV purchases\u003c/a> if those tax breaks are revoked, California is preparing for a fight with the new Trump Administration over its environmental future.\u003c/p>\n\u003cp>\u003cstrong>California University Students Make Presence Felt at NASA Challenge \u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Students from the Golden State make up half of the 12 teams heading to Houston this week to participate in the NASA Challenge competition, \u003ca href=\"https://stemgateway.nasa.gov/s/course-offering/a0BSJ000000BQC5/mittic-space2pitch-fall-2024\">Space2Pitch.\u003c/a>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.kazu.org/kazu-news/2024-12-02/two-teams-of-cal-state-monterey-bay-students-are-headed-to-a-national-nasa-competition-in-houston\">Cal State Monterey, UC Davis and San Diego State each sent two-person teams\u003c/a> to take part in the business incubator competition, where students from Minority Serving Institutions pitch innovative uses for NASA’s intellectual property.\u003c/p>\n\n\u003c/div>\u003c/p>",
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"title": "Newsom Vows to Bring Back California EV Rebates if Trump Cuts Federal Credit",
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"content": "\u003cp>Gov. Gavin Newsom announced Monday that he plans to \u003ca href=\"https://www.kqed.org/news/11960500/california-will-end-electric-car-rebates-to-subsidize-lower-income-car-buyers\">resurrect California’s Clean Vehicle Rebate Program\u003c/a> if President-elect Donald Trump cuts the federal tax credit for zero-emission vehicles.\u003c/p>\n\u003cp>Trump had promised on the campaign trail to end the credit — which the Inflation Reduction Act of 2022 expanded — and the right-wing policy agenda laid out in \u003ca href=\"https://static.project2025.org/2025_MandateForLeadership_FULL.pdf\">Project 2025\u003c/a> urges the next Republican administration to “end federal mandates and subsidies of electric vehicles” as part of ending “the war on fossil fuels.”\u003c/p>\n\u003cp>However, California is pushing to have zero-emission vehicles \u003ca href=\"https://www.kqed.org/science/1985611/is-california-still-on-track-to-meet-its-goal-of-100-clean-power-by-2045\">make up 100% of in-state sales of new vehicles by 2035\u003c/a> — a goal that would be complicated by the possible fight from the Trump administration and a potential state deficit of nearly $2 billion. In the third quarter of this year, 26.4% of all new cars, vans and trucks sold in the state were zero-emission vehicles.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“Consumers continue to prove the skeptics wrong — zero-emission vehicles are here to stay,” Newsom said in a statement. “We’re not turning back on a clean transportation future — we’re going to make it more affordable for people to drive vehicles that don’t pollute.”\u003c/p>\n\u003cp>The Alliance for Automotive Innovation — representing automakers like General Motors, Ford and Toyota — asked Trump in a letter earlier this month not to cut the federal program, under which people who buy or lease a new electric vehicle could qualify for \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">a credit of up to $7,500\u003c/a>, depending on household income. “This is a pro-growth recipe for American leadership and competitiveness will preserve consumer choice,” the alliance wrote.\u003c/p>\n\u003cfigure id=\"attachment_12003260\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486.jpg\" alt=\"\" width=\"1920\" height=\"1298\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486-800x541.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486-1020x690.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486-1536x1038.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An aerial view, cars travel along Interstate 80 on Jan. 16, 2024, in Berkeley, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California’s program began in 2010 and ended last year. It \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-vehicle-rebate-project\">offered car buyers up to $7,500\u003c/a>, funded nearly 600,000 vehicles and saved more than 456 million gallons of fuel.\u003c/p>\n\u003cp>Funding for the revamped state program could come from the Greenhouse Gas Reduction Fund through the state’s cap-and-trade program.\u003c/p>\n\u003cp>However, bringing the program back will require the Legislature’s approval. Even though Newsom has vowed to fight Trump’s climate change-denying policies, the reality is that the state will simultaneously be dealing with a budget deficit that could limit how California pushes back. Though the estimated deficit is significantly smaller than in recent years, the \u003ca href=\"https://lao.ca.gov/Publications/Report/4939\">Legislative’s Analyst Office projects\u003c/a> that “revenues are unlikely to grow fast enough to catch up to atypically high spending growth.”\u003c/p>\n\u003cp>[aside postID=news_12014817 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/11/240111-TransitFile-11-BL_qed-1020x680.jpg']\u003c/p>\n\u003cp>If Newsom does bring back the state rebate program, Scott Moura, associate professor of civil and environmental engineering at UC Berkeley, hopes it will be available to people who want to lease a car.\u003c/p>\n\u003cp>“In the United States, more people lease cars than buy them outright,” he said. “That’s a loophole, a back door where people who don’t meet the income requirements can still gain access to an electric vehicle if they lease the vehicle.”\u003c/p>\n\u003cp>Moura said Newsom’s decision about electric vehicles must benefit all Californians because the rebates have “disproportionately gone to people with higher incomes.”\u003c/p>\n\u003cp>“If the goal is to impact societally on health and climate, we need strong policies so that the lower 50% in terms of wealth distribution can access or use emission vehicles,” Moura said.\u003c/p>\n\u003cp>He’s also unsure how Trump’s alliance with Elon Musk, CEO of Tesla, will fare for electric vehicle sales. Moura thinks Musk might be more “in the ear of Trump” around a national standard for autonomous vehicles.\u003c/p>\n\u003cp>“I’m expecting more action at the federal level to make vehicles like Waymo more common across the U.S.,” Moura said.\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Gov. Gavin Newsom announced Monday that he plans to \u003ca href=\"https://www.kqed.org/news/11960500/california-will-end-electric-car-rebates-to-subsidize-lower-income-car-buyers\">resurrect California’s Clean Vehicle Rebate Program\u003c/a> if President-elect Donald Trump cuts the federal tax credit for zero-emission vehicles.\u003c/p>\n\u003cp>Trump had promised on the campaign trail to end the credit — which the Inflation Reduction Act of 2022 expanded — and the right-wing policy agenda laid out in \u003ca href=\"https://static.project2025.org/2025_MandateForLeadership_FULL.pdf\">Project 2025\u003c/a> urges the next Republican administration to “end federal mandates and subsidies of electric vehicles” as part of ending “the war on fossil fuels.”\u003c/p>\n\u003cp>However, California is pushing to have zero-emission vehicles \u003ca href=\"https://www.kqed.org/science/1985611/is-california-still-on-track-to-meet-its-goal-of-100-clean-power-by-2045\">make up 100% of in-state sales of new vehicles by 2035\u003c/a> — a goal that would be complicated by the possible fight from the Trump administration and a potential state deficit of nearly $2 billion. In the third quarter of this year, 26.4% of all new cars, vans and trucks sold in the state were zero-emission vehicles.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“Consumers continue to prove the skeptics wrong — zero-emission vehicles are here to stay,” Newsom said in a statement. “We’re not turning back on a clean transportation future — we’re going to make it more affordable for people to drive vehicles that don’t pollute.”\u003c/p>\n\u003cp>The Alliance for Automotive Innovation — representing automakers like General Motors, Ford and Toyota — asked Trump in a letter earlier this month not to cut the federal program, under which people who buy or lease a new electric vehicle could qualify for \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">a credit of up to $7,500\u003c/a>, depending on household income. “This is a pro-growth recipe for American leadership and competitiveness will preserve consumer choice,” the alliance wrote.\u003c/p>\n\u003cfigure id=\"attachment_12003260\" class=\"wp-caption aligncenter\" style=\"max-width: 1920px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12003260\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486.jpg\" alt=\"\" width=\"1920\" height=\"1298\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486-800x541.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486-1020x690.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486-160x108.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/09/GettyImages-1938578486-1536x1038.jpg 1536w\" sizes=\"(max-width: 1920px) 100vw, 1920px\">\u003cfigcaption class=\"wp-caption-text\">An aerial view, cars travel along Interstate 80 on Jan. 16, 2024, in Berkeley, California. \u003ccite>(Justin Sullivan/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>California’s program began in 2010 and ended last year. It \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-vehicle-rebate-project\">offered car buyers up to $7,500\u003c/a>, funded nearly 600,000 vehicles and saved more than 456 million gallons of fuel.\u003c/p>\n\u003cp>Funding for the revamped state program could come from the Greenhouse Gas Reduction Fund through the state’s cap-and-trade program.\u003c/p>\n\u003cp>However, bringing the program back will require the Legislature’s approval. Even though Newsom has vowed to fight Trump’s climate change-denying policies, the reality is that the state will simultaneously be dealing with a budget deficit that could limit how California pushes back. Though the estimated deficit is significantly smaller than in recent years, the \u003ca href=\"https://lao.ca.gov/Publications/Report/4939\">Legislative’s Analyst Office projects\u003c/a> that “revenues are unlikely to grow fast enough to catch up to atypically high spending growth.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>If Newsom does bring back the state rebate program, Scott Moura, associate professor of civil and environmental engineering at UC Berkeley, hopes it will be available to people who want to lease a car.\u003c/p>\n\u003cp>“In the United States, more people lease cars than buy them outright,” he said. “That’s a loophole, a back door where people who don’t meet the income requirements can still gain access to an electric vehicle if they lease the vehicle.”\u003c/p>\n\u003cp>Moura said Newsom’s decision about electric vehicles must benefit all Californians because the rebates have “disproportionately gone to people with higher incomes.”\u003c/p>\n\u003cp>“If the goal is to impact societally on health and climate, we need strong policies so that the lower 50% in terms of wealth distribution can access or use emission vehicles,” Moura said.\u003c/p>\n\u003cp>He’s also unsure how Trump’s alliance with Elon Musk, CEO of Tesla, will fare for electric vehicle sales. Moura thinks Musk might be more “in the ear of Trump” around a national standard for autonomous vehicles.\u003c/p>\n\u003cp>“I’m expecting more action at the federal level to make vehicles like Waymo more common across the U.S.,” Moura said.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>California air regulators voted to approve changes to a key climate program aimed at reducing planet-warming emissions that has a wide swath of critics and could increase gas prices statewide.\u003c/p>\n\u003cp>The California Air Resources Board voted to make significant updates to the low carbon fuel standard, or LCFS, which requires the state to reduce the environmental impact of gas and other transportation fuels by incentivizing producers to cut emissions.\u003c/p>\n\u003cp>The plan approved late Friday at the end of a 12-hour meeting will increase the state’s emission reduction targets and fund charging infrastructure for zero-emission vehicles. It also will phase out incentives for capturing methane emissions from dairy farms to \u003ca href=\"https://apnews.com/article/dairies-digesters-methane-c4c39b3519fce4219d76d17332e4aa8a\">turn into fuel\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Environmental groups have criticized the program for stimulating the production of biofuels, which are derived from sources including plants and animal waste, when they say the state should focus more on supporting power for electric vehicles. They argue the proposal fails to adequately address those concerns.\u003c/p>\n\u003cp>The oil industry, state lawmakers and others have said the agency hasn’t been transparent about how the proposed updates could increase gas prices.\u003c/p>\n\u003cp>Agency staff released a cost-benefit analysis last year estimating the initial proposal could have led to an increase in gas prices by 47 cents per gallon by 2025. But the staff has not repeated the analysis since later updating the proposal and the agency contends it cannot accurately predict gas prices.\u003c/p>\n\u003cp>“If you’re going to ask drivers to pay a lot, which is what this program proposal is going to do, I think you need to be able to make the case that it’s worth paying for,” said Danny Cullenward, a climate economist with the University of Pennsylvania’s Kleinman Center for Energy Policy. “What concerns me most about this is I think a lot of the things that are being credited do not actually help the climate.”\u003c/p>\n\u003cp>Gas prices could increase by as high as 85 cents per gallon by 2030 and $1.50 per gallon by 2035 under the proposal, according to an estimate from Cullenward. Cullenward said his figures and the estimates initially released by board staff are not an apples-to-apples comparison, in part because his projection uses 2023 dollars and the board staff used 2021 dollars.\u003c/p>\n\u003cp>State Assemblymember Tom Lackey, a Republican representing Palmdale in Southern California, said at the meeting that his constituents cannot afford an increase in gas prices.\u003c/p>\n\u003cp>“On behalf of the people of the 34th Assembly District, I ask you to not approve this rulemaking and find other alternatives that won’t cost us quite that much,” he said.\u003c/p>\n\u003cp>The California Air Resources Board says the program will ultimately lower the cost of sustainable transportation fuels.\u003c/p>\n\u003cp>The agency first approved the low carbon fuel standard in 2009, the first of its kind in the nation. It is part of California’s overall plan to achieve so-called \u003ca href=\"https://apnews.com/article/california-agriculture-climate-and-environment-2591f7c60f1a143e08b599610dc49fce\">carbon neutrality by 2045\u003c/a>, meaning the state will remove as many carbon emissions from the atmosphere as it emits. The state has passed policies in recent years to phase out the sale of new fossil-fuel powered \u003ca href=\"https://apnews.com/article/technology-california-air-resources-board-climate-and-environment-dc75c11280f85a8ab134cf392497be68\">cars\u003c/a>, \u003ca href=\"https://apnews.com/article/california-truck-drayage-emissions-climate-change-ab703c7f6274e35d408e020c7a1a823e\">trucks\u003c/a>, \u003ca href=\"https://apnews.com/article/california-rail-train-emissions-climate-change-1b3e39ea4731422bc630a07c08c6a826\">trains\u003c/a> and \u003ca href=\"https://apnews.com/article/business-gavin-newsom-california-pollution-environment-and-nature-a0110d773785d920558134c0009ba694\">lawn mowers\u003c/a>.\u003c/p>\n\u003cp>“The low carbon fuel standard has already successfully created lower-cost, lower-carbon alternatives, and the benefits of the proposal vastly outweigh those costs,” Steven Cliff, the agency’s executive officer, said last month.[aside label=\"Related Stories\" postID=\"science_1991185,science_1992222,news_11980088\"]Suncheth Bhat, chief commercial officer for EV Realty, an electric vehicle infrastructure company, called the program “one of the most powerful, transformational policies” to speed up the transition to electric vehicles.\u003c/p>\n\u003cp>The vote comes a day after Democratic Gov. Gavin Newsom called the state Legislature into a \u003ca href=\"https://apnews.com/article/california-donald-trump-gavin-newsom-special-session-32511d5887409d68d692e094ed50a272\">special session\u003c/a> to protect some of California’s environmental and other liberal policies ahead of former President Donald Trump’s second term in office.\u003c/p>\n\u003cp>“CARB’s justification for this version of the LCFS as a bridge for combustion fuels while we transition to zero-emissions needs to be reconsidered in light of the profoundly altered landscape we suddenly landed in this week,” Adrian Martinez, deputy managing attorney at environmental nonprofit Earthjustice, said of Trump’s election win.\u003c/p>\n\u003cp>The Trump administration in 2019 \u003ca href=\"https://apnews.com/article/a4f50324410e45f9b28907c48270ce95\">revoked California’s ability\u003c/a> to enforce its own tailpipe emissions standards. President Joe Biden later \u003ca href=\"https://apnews.com/article/climate-technology-business-donald-trump-environment-5934e806a1f72f8010780bb8fd922c0c\">restored the state’s authority\u003c/a>, which was \u003ca href=\"https://apnews.com/article/california-climate-vehicle-emissions-rules-b649b3fe05a97876a51b55a52af7ea1e\">upheld in federal court\u003c/a>.\u003c/p>\n\u003cp>Future challenges from the Trump administration could lead to long court battles, said David Pettit, a senior attorney with the Center for Biological Diversity’s Climate Law Institute.\u003c/p>\n\u003cp>“In the meantime, I think we still need something … to enhance the development of electric vehicles and the electric vehicle infrastructure,” Pettit said. “The LCFS is a way that we might be able to do that.”\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California air regulators voted to approve changes to a key climate program aimed at reducing planet-warming emissions that has a wide swath of critics and could increase gas prices statewide.\u003c/p>\n\u003cp>The California Air Resources Board voted to make significant updates to the low carbon fuel standard, or LCFS, which requires the state to reduce the environmental impact of gas and other transportation fuels by incentivizing producers to cut emissions.\u003c/p>\n\u003cp>The plan approved late Friday at the end of a 12-hour meeting will increase the state’s emission reduction targets and fund charging infrastructure for zero-emission vehicles. It also will phase out incentives for capturing methane emissions from dairy farms to \u003ca href=\"https://apnews.com/article/dairies-digesters-methane-c4c39b3519fce4219d76d17332e4aa8a\">turn into fuel\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Environmental groups have criticized the program for stimulating the production of biofuels, which are derived from sources including plants and animal waste, when they say the state should focus more on supporting power for electric vehicles. They argue the proposal fails to adequately address those concerns.\u003c/p>\n\u003cp>The oil industry, state lawmakers and others have said the agency hasn’t been transparent about how the proposed updates could increase gas prices.\u003c/p>\n\u003cp>Agency staff released a cost-benefit analysis last year estimating the initial proposal could have led to an increase in gas prices by 47 cents per gallon by 2025. But the staff has not repeated the analysis since later updating the proposal and the agency contends it cannot accurately predict gas prices.\u003c/p>\n\u003cp>“If you’re going to ask drivers to pay a lot, which is what this program proposal is going to do, I think you need to be able to make the case that it’s worth paying for,” said Danny Cullenward, a climate economist with the University of Pennsylvania’s Kleinman Center for Energy Policy. “What concerns me most about this is I think a lot of the things that are being credited do not actually help the climate.”\u003c/p>\n\u003cp>Gas prices could increase by as high as 85 cents per gallon by 2030 and $1.50 per gallon by 2035 under the proposal, according to an estimate from Cullenward. Cullenward said his figures and the estimates initially released by board staff are not an apples-to-apples comparison, in part because his projection uses 2023 dollars and the board staff used 2021 dollars.\u003c/p>\n\u003cp>State Assemblymember Tom Lackey, a Republican representing Palmdale in Southern California, said at the meeting that his constituents cannot afford an increase in gas prices.\u003c/p>\n\u003cp>“On behalf of the people of the 34th Assembly District, I ask you to not approve this rulemaking and find other alternatives that won’t cost us quite that much,” he said.\u003c/p>\n\u003cp>The California Air Resources Board says the program will ultimately lower the cost of sustainable transportation fuels.\u003c/p>\n\u003cp>The agency first approved the low carbon fuel standard in 2009, the first of its kind in the nation. It is part of California’s overall plan to achieve so-called \u003ca href=\"https://apnews.com/article/california-agriculture-climate-and-environment-2591f7c60f1a143e08b599610dc49fce\">carbon neutrality by 2045\u003c/a>, meaning the state will remove as many carbon emissions from the atmosphere as it emits. The state has passed policies in recent years to phase out the sale of new fossil-fuel powered \u003ca href=\"https://apnews.com/article/technology-california-air-resources-board-climate-and-environment-dc75c11280f85a8ab134cf392497be68\">cars\u003c/a>, \u003ca href=\"https://apnews.com/article/california-truck-drayage-emissions-climate-change-ab703c7f6274e35d408e020c7a1a823e\">trucks\u003c/a>, \u003ca href=\"https://apnews.com/article/california-rail-train-emissions-climate-change-1b3e39ea4731422bc630a07c08c6a826\">trains\u003c/a> and \u003ca href=\"https://apnews.com/article/business-gavin-newsom-california-pollution-environment-and-nature-a0110d773785d920558134c0009ba694\">lawn mowers\u003c/a>.\u003c/p>\n\u003cp>“The low carbon fuel standard has already successfully created lower-cost, lower-carbon alternatives, and the benefits of the proposal vastly outweigh those costs,” Steven Cliff, the agency’s executive officer, said last month.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Suncheth Bhat, chief commercial officer for EV Realty, an electric vehicle infrastructure company, called the program “one of the most powerful, transformational policies” to speed up the transition to electric vehicles.\u003c/p>\n\u003cp>The vote comes a day after Democratic Gov. Gavin Newsom called the state Legislature into a \u003ca href=\"https://apnews.com/article/california-donald-trump-gavin-newsom-special-session-32511d5887409d68d692e094ed50a272\">special session\u003c/a> to protect some of California’s environmental and other liberal policies ahead of former President Donald Trump’s second term in office.\u003c/p>\n\u003cp>“CARB’s justification for this version of the LCFS as a bridge for combustion fuels while we transition to zero-emissions needs to be reconsidered in light of the profoundly altered landscape we suddenly landed in this week,” Adrian Martinez, deputy managing attorney at environmental nonprofit Earthjustice, said of Trump’s election win.\u003c/p>\n\u003cp>The Trump administration in 2019 \u003ca href=\"https://apnews.com/article/a4f50324410e45f9b28907c48270ce95\">revoked California’s ability\u003c/a> to enforce its own tailpipe emissions standards. President Joe Biden later \u003ca href=\"https://apnews.com/article/climate-technology-business-donald-trump-environment-5934e806a1f72f8010780bb8fd922c0c\">restored the state’s authority\u003c/a>, which was \u003ca href=\"https://apnews.com/article/california-climate-vehicle-emissions-rules-b649b3fe05a97876a51b55a52af7ea1e\">upheld in federal court\u003c/a>.\u003c/p>\n\u003cp>Future challenges from the Trump administration could lead to long court battles, said David Pettit, a senior attorney with the Center for Biological Diversity’s Climate Law Institute.\u003c/p>\n\u003cp>“In the meantime, I think we still need something … to enhance the development of electric vehicles and the electric vehicle infrastructure,” Pettit said. “The LCFS is a way that we might be able to do that.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "More BART Stations Could Soon Get EV Chargers Thanks to Federal Funding",
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"content": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is slated to receive $14.1 million in federal funding toward installing EV chargers at all parking facilities it manages, Sen. Alex Padilla announced Monday.\u003c/p>\n\u003cp>The money is part of nearly $150 million awarded for projects to build out much-needed electric vehicle charging stations across California, according to a press release from Padilla (D-Calif.). It will come from the Federal Highway Administration’s \u003ca href=\"https://url.us.m.mimecastprotect.com/s/zk1eCkRozNIXYnr4S2f6uZoejR?domain=transportation.gov\">Charging and Fueling Infrastructure Grant Program\u003c/a>, which was created by bipartisan infrastructure legislation signed by President Joe Biden in 2021.\u003c/p>\n\u003cp>According to Padilla, the funding will be used to install Level 2 chargers at BART station parking facilities for both customers and community members to use.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Level 2 chargers can power up a fully electric vehicle from empty to 80% in 4–10 hours, according to BART. The agency currently has 46 such chargers at its Warm Springs and Lafayette stations after piloting its first program at Warm Springs in 2017, and it reports usage has been good.\u003c/p>\n\u003cp>BART has not been officially notified of the U.S. Department of Transportation award, said Jim Allison, head of media relations for the transit agency, and therefore could not talk about the specific project.\u003c/p>\n\u003cp>[aside postID=news_11998646 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240802-VTAFEDFUND-JG-1-1020x680.jpg']\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "BART is set to receive $14.1 million toward installing EV chargers at all of its parking facilities, part of an award to build out charging infrastructure across California.",
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"title": "More BART Stations Could Soon Get EV Chargers Thanks to Federal Funding | KQED",
"description": "BART is set to receive $14.1 million toward installing EV chargers at all of its parking facilities, part of an award to build out charging infrastructure across California.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/bart\">BART\u003c/a> is slated to receive $14.1 million in federal funding toward installing EV chargers at all parking facilities it manages, Sen. Alex Padilla announced Monday.\u003c/p>\n\u003cp>The money is part of nearly $150 million awarded for projects to build out much-needed electric vehicle charging stations across California, according to a press release from Padilla (D-Calif.). It will come from the Federal Highway Administration’s \u003ca href=\"https://url.us.m.mimecastprotect.com/s/zk1eCkRozNIXYnr4S2f6uZoejR?domain=transportation.gov\">Charging and Fueling Infrastructure Grant Program\u003c/a>, which was created by bipartisan infrastructure legislation signed by President Joe Biden in 2021.\u003c/p>\n\u003cp>According to Padilla, the funding will be used to install Level 2 chargers at BART station parking facilities for both customers and community members to use.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Level 2 chargers can power up a fully electric vehicle from empty to 80% in 4–10 hours, according to BART. The agency currently has 46 such chargers at its Warm Springs and Lafayette stations after piloting its first program at Warm Springs in 2017, and it reports usage has been good.\u003c/p>\n\u003cp>BART has not been officially notified of the U.S. Department of Transportation award, said Jim Allison, head of media relations for the transit agency, and therefore could not talk about the specific project.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>However, he said agency officials see benefit in placing EV chargers at stations across the Bay Area to reduce greenhouse gas emissions and to make chargers more accessible as the state moves towards its goal that all new passenger vehicles be zero-emission by 2035.\u003c/p>\n\u003cp>“EV chargers would be great not just for BART riders but also for the surrounding community,” Allison said, speaking generally of the agency’s plans to expand EV charging.\u003c/p>\n\u003cp>He said EVs are perceived to be for people with higher incomes, “but the great thing about BART stations is they’re in every kind of community. And that would be a large step towards making EV adoption more equitable.”\u003c/p>\n\u003cp>Padilla agreed with the sentiment in his press release, noting that BART stations are close to multifamily housing, workplaces, hospitals, schools and more. The project will prioritize rolling out chargers to stations in or near disadvantaged communities.\u003c/p>\n\u003cp>BART will certainly roll out more chargers in its parking facilities, Allison said, but the timeline is still being determined as the agency prioritizes reliability. Future chargers are estimated to cost $15,000–$20,000 per plug.\u003c/p>\n\u003cp>Other projects to receive funding from the award announced by Padilla include efforts to build out car charging infrastructure along the U.S. Route 395 corridor in Inyo County, throughout Los Angeles County, and in the Shingle Springs Band of Miwok Indian Reservation and along U.S. Route 50 in El Dorado County.\u003c/p>\n\u003cp>The California Department of Transportation will receive $102.4 million to build out charging and hydrogen fueling stations for medium- to heavy-duty trucks for freight corridors along the West Coast.\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"content": "\u003cp>\u003ca href=\"#episode-transcript\">\u003ci>View the full episode transcript.\u003c/i>\u003c/a>\u003c/p>\n\u003cp>You may have heard some horror stories about electric vehicle charging — long lines, lengthy waits, broken units. Sometimes even\u003cem> finding \u003c/em>a charging station is a challenge. When your car’s low on charge but no charger is available, it’s stressful. Maybe you’re halfway between San Francisco and Los Angeles and you’re stuck waiting.\u003c/p>\n\u003cp>That’s one of the big things stopping Bay Curious listener Kelly Lindberg from buying an electric car right now.\u003c/p>\n\u003cp>[baycuriouspodcastinfo]\u003c/p>\n\u003cp>“I’m hoping that by 2030, between having some years to save up and the technology getting better and cheaper, maybe that’s around the time [it] could work for our family,” she said.\u003c/p>\n\u003cp>In the meantime, Lindberg has an idea to help alleviate the charging congestion. She’s noticed a lot of empty former gas station sites around her neighborhood in Oakland and wondered, “Would it be a good idea to turn some of these spaces into electric car charging stations?”\u003c/p>\n\u003cp>In 2020, Gov. Gavin Newsom set a goal for the state to ban the sale of new gas-powered vehicles by the year 2035. So even if you’ve got a gas-powered car, and this isn’t a problem you’re facing currently, it may be soon.\u003c/p>\n\u003ch2>\u003cstrong>How to set up a charging station\u003c/strong>\u003c/h2>\n\u003cp>To find out what goes into installing a new charging station, I met up with Jonah Eidus, who oversees real estate development for electric car charging company EVgo. The company has hundreds of charging stalls across the Bay Area and thousands across the country.\u003c/p>\n\u003cp>“In general, when we’re installing new chargers, we’re looking to be in high-traffic areas where the chargers will be used for about 15 to 45 minutes,” Eidus said. “And that means we also want to have amenities nearby so people have something to do during those 15 to 45 minutes.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Since charging your car takes longer than pumping gas, stations are designed with the surroundings in mind. They aim to install stations in the parking lot of a Safeway, for example, or close to a coffee shop.\u003c/p>\n\u003cp>There are many other considerations too, Eidus said, including the availability of parking stalls. Is there enough space for many cars to park? The goal, after all, is to build as many charging stalls per site as possible.\u003c/p>\n\u003cp>Does the site integrate well into the electrical grid? The product they are ultimately selling is electricity, so they have to make sure that a site \u003cem>has \u003c/em>the electricity to sell at an affordable price.\u003c/p>\n\u003cp>Additionally, is the charging station set up near those who need it most, including those who live in apartment complexes and don’t have the option to charge from their own garage? There are also city zoning regulations and safety considerations to take into account.\u003c/p>\n\u003cp>That’s not even half of what goes into establishing a charging site. In fact, EVgo has a mapping algorithm that integrates 27 different factors.\u003c/p>\n\u003cp>“Suffice to say, it is a fairly sophisticated process that we go through,” Eidus said. “When a site goes live, a lot of thought and a lot of data has gone into the decision to build that site.”\u003c/p>\n\u003ch2>\u003cstrong>Improving reliability and keeping up with demand\u003c/strong>\u003c/h2>\n\u003cp>California — particularly the Bay Area — \u003ca href=\"https://www.nytimes.com/2024/03/12/us/bay-area-electric-vehicles.html\">leads the nation\u003c/a> in electric vehicle adoption. To meet that growing demand, California has to build 1 million new chargers by the end of 2030, \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=52\">according to the state’s own projections (PDF)\u003c/a>. Some experts say \u003ca href=\"https://calmatters.org/environment/climate-change/2024/07/california-electric-car-chargers-unrealistic-goals/\">that’s not feasible\u003c/a>.\u003c/p>\n\u003cp>“I would say we’re tight on the number of chargers,” said Carleen Cullen, co-founder of the environmental nonprofit Cool the Earth and a former transportation advisor to Gov. Newsom.\u003c/p>\n\u003cp>Not only are they in short supply, the ones we do have are not always reliable, Cullen said. She helped conduct a study a few years ago to test the reliability of charging stations in the Bay Area and found that a quarter of them weren’t functional, meaning the screens were broken, the payment system didn’t work or the equipment was flawed.\u003c/p>\n\u003cp>Cullen said while the infrastructure has improved a lot since then, there’s still not enough of it — despite the fact that \u003ca href=\"https://smartasset.com/data-studies/ev-chargers-2023\">California is outpacing other states\u003c/a> in both EV adoption and infrastructure. And in order to reach Newsom’s goal, we need consumers, charging companies, EV manufacturers, local governments and utility companies to work together, Cullen said.\u003c/p>\n\u003cp>“We need to move the adoption of EVs forward, we need to move the number of charging ports available as well, and we need to move the grid capacity as well,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11999354\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999354\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Tashinda Richardson of Oakland plugs in her rented electric vehicle at an EVgo Fast Charging station in Oakland on Jan. 29. Richardson said it can be hard to find a charger when she needs one. Sometimes, she said, chargers won’t work or the plug will get stuck in the car. \u003ccite>(Kathryn Styer Martínez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A big hold-up right now, according to Cullen, lies with PG&E.\u003c/p>\n\u003cp>“There’s a huge lag time between when the charging station vendor requests the power and when PG&E actually delivers it,” she said.\u003c/p>\n\u003cp>For a charging station to operate, it needs to be hooked up to the power grid. That’s where PG&E comes in. And they won’t just let you set up a charging station anywhere. They have to be able to deliver enough power to that site.\u003c/p>\n\u003cp>Is the section of the grid you’re trying to connect to also connected to a big manufacturing plant, for example? Are your neighbors using a lot of electricity during certain times of the day? Then the available power is likely spoken for. Does that portion of the grid rely heavily on solar power? Then the chargers may not work when the sun goes down.\u003c/p>\n\u003cp>“We have over 600,000 EVs in our service territory. And we’ve seen EV adoption grow at about 26% of the compound annual growth rate over the last few years. That’s a significant amount of load that we’re seeing on the system,” said David Almeida, a manager within PG&E’s clean energy transportation group.\u003c/p>\n\u003cp>Almeida said the utility company underestimated electricity demand, and as a result, it doesn’t have the infrastructure to support the rapidly growing EV industry right now.\u003c/p>\n\u003cp>But they’re working on it.\u003c/p>\n\u003cp>“We are building out a forecast that doesn’t look at necessarily just historical load, but it looks at where we anticipate load growth,” he said.\u003c/p>\n\u003cp>The goal is to make electric car charging stations faster to build and more reliable once they’re up and running.\u003c/p>\n\u003cp>Despite all the work needed to bolster this transportation system overhaul, Almeida said it’s ultimately worth it.\u003c/p>\n\u003cp>Right now, California’s transportation system is by far the \u003ca href=\"https://ww2.arb.ca.gov/ghg-inventory-data\">largest contributor\u003c/a> to our greenhouse gas emissions. Transitioning away from gas-powered cars is critical to mitigating the impacts of climate change, and EVs are already helping to do that.\u003c/p>\n\u003cp>A recent \u003ca href=\"https://pubs.acs.org/doi/10.1021/acs.est.3c09642\">study\u003c/a> by scientists at UC Berkeley showed EV adoption in the Bay Area has already reduced our carbon emissions by almost 2%.\u003c/p>\n\u003cp>“I’ve been a believer from the very beginning,” Almeida said. “And it’s just very cool to see a lot of this prove out.”\u003c/p>\n\u003cp>[baycuriousquestion]\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>I’m Olivia Allen-Price. This is Bay curious. And today we’re going on a little road trip.\u003c/p>\n\u003cp>\u003cem>Sounds of a car driving\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Here we go. So we are driving around San Francisco in my Volkswagen E-golf, and it’s an electric vehicle. And we’re looking for a place to charge. And I’m here with Dana Cronin.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And how do you normally find a place to charge in the city?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> It’s pretty rare that I have to find a place to charge because I mostly charge at home. But when I do have to find a place, I pull up an app on my phone and …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Safely, of course, pulled over by the side of the road.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Exactly. Let’s actually pull over real quick up here.\u003c/p>\n\u003cp>(sound of car decelerating)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Okay, so I pull up this app on my phone and what it does is it loads all sorts of different chargers that are nearby that are owned by all sorts of different companies. The numbers mean how many charging stations are in each of these locations. Of the one that’s nearby, it looks like one is out of service; four are currently being used … but looks like one is available.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> 0.2 miles away. That’s not too bad.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Yeah, let’s give it a shot. Okay, so the charger is somewhere in this enormous parking lot.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> You know that there’s a spot open right now because of your app, right? Or is it possible that it’s there but someone’s using it?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> I would … I would say I don’t feel 100% confident based on the app.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> There’s a line of Teslas.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>So, let’s go and see if the non-Tesla chargers are near the Tesla ones, too. Oh, and here we are to the right. … This is also Tesla charging. Just kidding.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We drove around the parking lot for a while but then finally found the chargers.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> So, it’s full. (laughs)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> There was a little dispute with another customer over who was there first. It was totally us, but we let it go. Eventually, another stall opened up.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Charging port here, plug it in and it looks like this one gives me the option to pay by the EVgo app, or I can pay by credit card, which is actually great. It does not seem … Oh, there we go, there we go. Okay, let’s remove the card … (pause) authorization declined. I will try a different card payment. (pause) Authorized!\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Step one: Complete! (laughing)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Step 7,962: pay for the charging. (laughing)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Generally, I would say this was not super easy, and yet it’s pretty much totally full.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price\u003c/strong>: Yeah, I mean, it’s not easy. I feel really lucky most of the time. I charge at home because it is, you know, it’s a pain and it’s a little stressful, especially if you are really low on charge. Like I’ve been in situations where I’m really sweating it out because I go to one charging station and like the screen is broken or the Wi-Fi isn’t working, or sometimes they’ll have these in paid parking garages and they don’t tell you that. And it’s like $30 just to get in the garage.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Like it feels like you do have to have an at-home charger right now for this to be convenient and conducive to your lifestyle. Like, I can’t imagine, like fully relying on this, you know. I, for one, will probably just stick with my Subaru for now. My gas-powered Subaru, for now.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> On today’s episode of Bay Curious, we dive into the world of electric vehicles. I love driving mine, but as you saw, it’s not perfect. California currently dominates the EV market, and the state has a lofty goal of banning the sale of new gas-powered vehicles by 2035. So if you’re not driving an EV yet, you may be soon. Is your community set up for it? Is the Bay area’s current infrastructure matching up with the demand? We’ll get into all that just after a quick break.\u003c/p>\n\u003cp>\u003cem>SPONSOR\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>For this episode, I’m tossing to my co-pilot … reporter Dana Cronin … to explain what’s going on with the Bay Area’s EV infrastructure.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Like a lot of Bay Area residents … maybe you included … I want my next car to be electric. But if my 2012 Subaru Outback died tomorrow … I’m not sure I’d be ready to make the switch. Especially after that drive with Olivia.\u003c/p>\n\u003cp>Bay Curious listener Kelly Lindberg … feels the same way.\u003c/p>\n\u003cp>\u003cstrong>Kelly Lindberg:\u003c/strong> You hear those stories in the news sometimes about, like, the drive between, like, Las Vegas and Los Angeles. You know, people going in their Teslas and having a super long line at the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Kelly works for a climate startup accelerator, and she’s thought, “There’s gotta be a solution to this problem.”\u003c/p>\n\u003cp>One came to her… as she was driving through her neighborhood in Oakland. She’s noticed a lot of abandoned gas stations around.\u003c/p>\n\u003cp>\u003cstrong>Kelly Lindberg:\u003c/strong> Would it be a good idea to maybe turn some of these spaces into electric car charging stations?\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>I mean … sounds like a good idea to me. I, too, live in Oakland and have noticed quite a few empty lots. Whether they’re former gas stations, convenience stores, or storefronts … it seems like there’s plenty of empty space for charging stations to set up shop.\u003c/p>\n\u003cp>But, to do that, you first need a charging company. So, I met with one.\u003c/p>\n\u003cp>(sounds of loud road noise)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Jonah Eidus is wearing a navy-logoed polo and is parked at an EVgo charging station. He oversees EVgo’s real estate department.\u003c/p>\n\u003cp>EVgo has hundreds of charging stalls in the Bay Area … the one we’re meeting at is in Oakland’s Fruitvale neighborhood … right off of 580 on Fruitvale Avenue. It’s set up at a Shell gas station.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> So this site is an eight-stall, fast-charging site, capable of delivering up to 350 kW to each car. And it is definitely one of the more popular stations in Oakland.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>That’s enough to charge most modern EVs in less than 20 minutes. And it is popular! Over the course of our interview … all eight stalls were full almost the whole time.\u003c/p>\n\u003cp>Without wasting any time, I posed Kelly’s question. Could empty lots and gas stations near her house get setups like this one?\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> In general, when we’re installing new chargers, we’re looking to be in high-traffic areas where the chargers will be used for about 15 to 45 minutes. And that means we also want to have amenities nearby so people have something to do during those 15 to 45 minutes.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>It takes longer to charge your car’s battery than it does to pump gas. So this charging station, for example, is right next to a Peet’s Coffee and a Farmer Joe’s grocery store. A perfect place to run some errands while you wait.\u003c/p>\n\u003cp>As we’re talking, Dave Robinson drives up in his brand new 2023 KIA EV6, backs into a stall, and plugs in.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>What do you plan to do while you wait?\u003c/p>\n\u003cp>\u003cstrong>Dave Robinson:\u003c/strong> Just hang out. You know, if it’s going to be a while, there’s coffee shops and everything else around. So it’s easy.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Convenience! It’s a big factor in selecting a charging site, Jonah says. But there are lots of other factors, too.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus: \u003c/strong>Availability of parking stalls, grid interconnection, forecasted charging demand, electricity rates and importantly, multifamily housing density nearby the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>OK … let’s take those one at a time.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> Availability of parking stalls …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Meaning … is there enough space for cars to park here? The goal is to build as many charging stalls as possible per site.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … grid interconnection …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>This one is super important. Because after all, the product they are ultimately selling … is electricity. And they need to make sure that a specific site HAS the electricity to sell\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … forecasted charging demand … electricity rates …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>How many customers do they expect, and how much will those customers have to pay to charge? The cost of electricity can \u003cem>literally \u003c/em>vary block to block.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And … EVGo is a for-profit company after all … so it needs to pencil out.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … and importantly, multifamily housing density nearby the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Is the charging station set up near those who need it the most? Those who live in apartment complexes, for example, don’t have the option to charge from their own garage.\u003c/p>\n\u003cp>That’s not even \u003cem>half \u003c/em>the considerations that go into establishing a charging site. There’s also things like a city’s zoning regulations … and safety considerations.\u003c/p>\n\u003cp>In fact, EVgo has a mapping algorithm that integrates 27 different factors.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus: \u003c/strong>Suffice to say, it is a fairly sophisticated process that we go through. And when a site goes live, a lot of thought and a lot of data has gone into the decision to build that site.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Jonah couldn’t say exactly whether the specific abandoned gas stations in Kelly’s neighborhood could be converted to charging sites … I guess that’s a question for the algorithm.\u003c/p>\n\u003cp>(music)\u003c/p>\n\u003cp>\u003cem> \u003c/em>So that’s how companies choose specific charging sites … and avoid others.\u003c/p>\n\u003cp>But at the \u003cem>heart \u003c/em>of Kelly’s question … is a bigger question. Clearly, we need MORE charging stations … whether at abandoned gas stations … or near coffee shops and grocery stores. So … why hasn’t the electric vehicle charging infrastructure kept up with demand?\u003c/p>\n\u003cp>To answer that question, I met up with Carleen Cullen. She’s the co-founder of the environmental nonprofit Cool the Earth and a former transportation advisor to Governor Newsom.\u003c/p>\n\u003cp>(sounds of a busy parking lot)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>We meet up at another charging station … this one in the parking lot of a Safeway in Mill Valley. We’re chatting next to Carleen’s Chevy Bolt … which is parked in a stall, ready to charge … when, all of a sudden, another EV driver pulls up behind us and asks how long we plan to be.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>I guess that’s part of the challenge is that there’s so few chargers that we have someone waiting on us here waiting for a charge, somewhat impatiently. So we’re going to go ahead and get charging.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen:\u003c/strong> Let’s get started.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Carleen swipes her credit card, pulls the charger around to her car, plugs in, and it starts charging.\u003c/p>\n\u003cp>(sound of the high-pitched hum from the charger)\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>So when you hear that great hum, you know that that’s happening.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Carleen is somewhat of an electric vehicle evangelist … an E-V-vangelist … if you will. Half the time we spent together I felt like I was in an EV infomercial. But she’s not naive. She knows the current infrastructure is flawed. In fact, she did a study a few years ago where she tested the reliability of charging stations in the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>And we found that about a quarter of the stations in the Bay area weren’t functional.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Meaning the screens were broken or the payment system didn’t work or the equipment was flawed. She says the infrastructure has improved a lot since then, but there’s still not enough of it.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>I would say we’re tight on the number of chargers. Yeah, we’re definitely tight.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And that’s in part because … what we’re talking about here … is a MAJOR overhaul of an entire transportation system. In 2020, Governor Newsom set a goal to ban the sale of new gas-powered vehicles in California by the year 2035. And California is outpacing other states in both EV adoption and infrastructure by a long shot. We have more chargers than any other state. But in order to reach that lofty goal … Carleen says we need three things:\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen:\u003c/strong> We need to move the adoption of EVs forward. We need to move the number of charging ports available as well, and we need to move the grid capacity as well.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>These things all have to happen simultaneously. Consumers, charging companies, EV manufacturers, utility companies, local governments … everyone has to work in concert for this to work. Carleen says, right now, the utility companies aren’t necessarily pulling their weight.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>There’s a huge lag time between when the station, the charging station vendor requests the power and when PG&E actually delivers it.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>For a charging station to operate, it needs to be hooked up to our power grid. That’s where PG&E comes in. And they won’t just let you set up a charging station ANYWHERE. They have to be able to deliver enough power to that site.\u003c/p>\n\u003cp>Is the section of the grid you’re trying to connect to also connected to a big manufacturing plant … for example? Are your neighbors using a lot of electricity during certain times of the day? Then the available power is likely spoken for. Does that portion of the grid rely heavily on solar power? Then the chargers may not work when the sun goes down.\u003c/p>\n\u003cp>These are critical considerations, says David Almeida … a manager within PG&E’s clean energy transportation group. And he says Carleen’s critique is fair. He says, yes, the utility is definitely still playing catch-up.\u003c/p>\n\u003cp>\u003cstrong>David Almeida:\u003c/strong> So we have over 600,000 EVs in our service territory. And we’ve seen EV adoption grow at about 26% of the compound annual growth rate over the last few years. That’s a significant amount of load that we’re seeing on the system.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>He also says … they didn’t plan for that increased demand for electricity. In fact, they UNDERestimated it … and, as a result, they don’t have the infrastructure to support it right now.\u003c/p>\n\u003cp>But, he says, they’re working on it.\u003c/p>\n\u003cp>\u003cstrong>David Almeida: \u003c/strong>We are building out a forecast that doesn’t look at necessarily just historical load, but it looks at where we anticipate load growth.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>He says their goal is to make electric car charging stations faster to build and more reliable once they’re up and running.\u003c/p>\n\u003cp>\u003cem>Music\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>This all sounds like a lot of work. Overhauling our entire state’s transportation system … building thousands and thousands of new charging stations … getting utility companies on board … I’m exhausted just thinking about it.\u003c/p>\n\u003cp>But it’s important to remember WHY we’re doing this. Right now, California’s transportation system is BY FAR the largest contributor to our greenhouse gas emissions. Transitioning away from gas-powered cars is critical to mitigating the impacts of climate change.\u003c/p>\n\u003cp>And Evs are already helping to do that.\u003c/p>\n\u003cp>A recent study by scientists at UC Berkeley showed EV adoption in the Bay Area has already reduced our carbon emissions by almost 2 percent.\u003c/p>\n\u003cp>Now, obviously, to keep up that progress … the system has to work for EVERYONE. And I’m not sure we’re there yet.\u003c/p>\n\u003cp>\u003cem>Music sneaks in\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> What do you think, Olivia? Any more sympathy for the cause?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> You know, yeah. I didn’t realize there were so many hurdles to getting new charging stations online. I feel really lucky that I am able to charge my car at home and so this isn’t an issue I have to deal with very often. But for folks who can’t charge overnight where they live — that’s a huge hurdle. And I’m sure it’s a non-starter for some people! It’s got to get better.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Yeah … 2035 is not THAT far away … and if we’re gonna reach that goal, we’re going to need more charging stations.\u003c/p>\n\u003cp>I’m kind of hoping my Subaru lasts just a couple more years …\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Dana Cronin — thank you!\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Thank you.\u003c/p>\n\u003cp>\u003cem>Music\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>That was KQED’s Dana Cronin.\u003c/p>\n\u003cp>This story would not have been possible without our question-asker, Kelly Lindberg. That’s because you, our dear audience, decide what we cover by submitting questions — and then voting on which ones we should answer.\u003c/p>\n\u003cp>We have a new voting round-up at BayCurious.org with three enticing questions.\u003c/p>\n\u003cp>\u003cstrong>Voice 1:\u003c/strong> Why did Oakland International Airport become San Francisco Bay Oakland International Airport, giving us two very confusingly similar-sounding airports?\u003c/p>\n\u003cp>\u003cstrong>Voice 2:\u003c/strong> I remember going to the Berkeley dump, now Cesar Chavez Park, with my dad in the 1970s. It was pretty wild. It’d be really interesting to learn more about its evolution from dump to park.\u003c/p>\n\u003cp>\u003cstrong>Voice 3:\u003c/strong> I was walking my dog on Thornton Beach on the Daly City/SF border and found a really long tunnel coming out of the hillside around some abandoned piers. Any idea what it is?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Voting is so easy! Just grab your phone, pull up BayCurious.org, scroll to our voting round and click on your favorite question! No registering or emails or phone numbers or anything complicated. We try to make it easy on you.\u003c/p>\n\u003cp>Bay Curious is made by Ana De Almeida Amaral, Amanda Font, Olivia Allen-Price, Christopher Beale. Special thanks to Laura Klivans, Jen Chien, Katie Sprenger, Maha Sanad, Holly Kernan and the whole KQED Family.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>I’m Olivia Allen-Price.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"#episode-transcript\">\u003ci>View the full episode transcript.\u003c/i>\u003c/a>\u003c/p>\n\u003cp>You may have heard some horror stories about electric vehicle charging — long lines, lengthy waits, broken units. Sometimes even\u003cem> finding \u003c/em>a charging station is a challenge. When your car’s low on charge but no charger is available, it’s stressful. Maybe you’re halfway between San Francisco and Los Angeles and you’re stuck waiting.\u003c/p>\n\u003cp>That’s one of the big things stopping Bay Curious listener Kelly Lindberg from buying an electric car right now.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003caside class=\"alignleft utils-parseShortcode-shortcodes-__bayCuriousPodcastShortcode__bayCurious\">\u003cimg src=https://cdn.kqed.org/wp-content/uploads/2023/02/bayCuriousLogo.png alt=\"Bay Curious Podcast\" loading=\"lazy\" />\n \u003ca href=\"/news/series/baycurious\">Bay Curious\u003c/a> is a podcast that answers your questions about the Bay Area.\n Subscribe on \u003ca href=\"https://itunes.apple.com/us/podcast/bay-curious/id1172473406\" target=\"_blank\" rel=\"noopener noreferrer\">Apple Podcasts\u003c/a>,\n \u003ca href=\"http://www.npr.org/podcasts/500557090/bay-curious\" target=\"_blank\" rel=\"noopener noreferrer\">NPR One\u003c/a> or your favorite podcast platform.\u003c/aside>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“I’m hoping that by 2030, between having some years to save up and the technology getting better and cheaper, maybe that’s around the time [it] could work for our family,” she said.\u003c/p>\n\u003cp>In the meantime, Lindberg has an idea to help alleviate the charging congestion. She’s noticed a lot of empty former gas station sites around her neighborhood in Oakland and wondered, “Would it be a good idea to turn some of these spaces into electric car charging stations?”\u003c/p>\n\u003cp>In 2020, Gov. Gavin Newsom set a goal for the state to ban the sale of new gas-powered vehicles by the year 2035. So even if you’ve got a gas-powered car, and this isn’t a problem you’re facing currently, it may be soon.\u003c/p>\n\u003ch2>\u003cstrong>How to set up a charging station\u003c/strong>\u003c/h2>\n\u003cp>To find out what goes into installing a new charging station, I met up with Jonah Eidus, who oversees real estate development for electric car charging company EVgo. The company has hundreds of charging stalls across the Bay Area and thousands across the country.\u003c/p>\n\u003cp>“In general, when we’re installing new chargers, we’re looking to be in high-traffic areas where the chargers will be used for about 15 to 45 minutes,” Eidus said. “And that means we also want to have amenities nearby so people have something to do during those 15 to 45 minutes.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Since charging your car takes longer than pumping gas, stations are designed with the surroundings in mind. They aim to install stations in the parking lot of a Safeway, for example, or close to a coffee shop.\u003c/p>\n\u003cp>There are many other considerations too, Eidus said, including the availability of parking stalls. Is there enough space for many cars to park? The goal, after all, is to build as many charging stalls per site as possible.\u003c/p>\n\u003cp>Does the site integrate well into the electrical grid? The product they are ultimately selling is electricity, so they have to make sure that a site \u003cem>has \u003c/em>the electricity to sell at an affordable price.\u003c/p>\n\u003cp>Additionally, is the charging station set up near those who need it most, including those who live in apartment complexes and don’t have the option to charge from their own garage? There are also city zoning regulations and safety considerations to take into account.\u003c/p>\n\u003cp>That’s not even half of what goes into establishing a charging site. In fact, EVgo has a mapping algorithm that integrates 27 different factors.\u003c/p>\n\u003cp>“Suffice to say, it is a fairly sophisticated process that we go through,” Eidus said. “When a site goes live, a lot of thought and a lot of data has gone into the decision to build that site.”\u003c/p>\n\u003ch2>\u003cstrong>Improving reliability and keeping up with demand\u003c/strong>\u003c/h2>\n\u003cp>California — particularly the Bay Area — \u003ca href=\"https://www.nytimes.com/2024/03/12/us/bay-area-electric-vehicles.html\">leads the nation\u003c/a> in electric vehicle adoption. To meet that growing demand, California has to build 1 million new chargers by the end of 2030, \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=52\">according to the state’s own projections (PDF)\u003c/a>. Some experts say \u003ca href=\"https://calmatters.org/environment/climate-change/2024/07/california-electric-car-chargers-unrealistic-goals/\">that’s not feasible\u003c/a>.\u003c/p>\n\u003cp>“I would say we’re tight on the number of chargers,” said Carleen Cullen, co-founder of the environmental nonprofit Cool the Earth and a former transportation advisor to Gov. Newsom.\u003c/p>\n\u003cp>Not only are they in short supply, the ones we do have are not always reliable, Cullen said. She helped conduct a study a few years ago to test the reliability of charging stations in the Bay Area and found that a quarter of them weren’t functional, meaning the screens were broken, the payment system didn’t work or the equipment was flawed.\u003c/p>\n\u003cp>Cullen said while the infrastructure has improved a lot since then, there’s still not enough of it — despite the fact that \u003ca href=\"https://smartasset.com/data-studies/ev-chargers-2023\">California is outpacing other states\u003c/a> in both EV adoption and infrastructure. And in order to reach Newsom’s goal, we need consumers, charging companies, EV manufacturers, local governments and utility companies to work together, Cullen said.\u003c/p>\n\u003cp>“We need to move the adoption of EVs forward, we need to move the number of charging ports available as well, and we need to move the grid capacity as well,” she said.\u003c/p>\n\u003cfigure id=\"attachment_11999354\" class=\"wp-caption aligncenter\" style=\"max-width: 1999px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11999354\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed.jpg\" alt=\"\" width=\"1999\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed.jpg 1999w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1536x1024.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/08/240129-EVFILE-KSM-24_qed-1920x1280.jpg 1920w\" sizes=\"(max-width: 1999px) 100vw, 1999px\">\u003cfigcaption class=\"wp-caption-text\">Tashinda Richardson of Oakland plugs in her rented electric vehicle at an EVgo Fast Charging station in Oakland on Jan. 29. Richardson said it can be hard to find a charger when she needs one. Sometimes, she said, chargers won’t work or the plug will get stuck in the car. \u003ccite>(Kathryn Styer Martínez/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>A big hold-up right now, according to Cullen, lies with PG&E.\u003c/p>\n\u003cp>“There’s a huge lag time between when the charging station vendor requests the power and when PG&E actually delivers it,” she said.\u003c/p>\n\u003cp>For a charging station to operate, it needs to be hooked up to the power grid. That’s where PG&E comes in. And they won’t just let you set up a charging station anywhere. They have to be able to deliver enough power to that site.\u003c/p>\n\u003cp>Is the section of the grid you’re trying to connect to also connected to a big manufacturing plant, for example? Are your neighbors using a lot of electricity during certain times of the day? Then the available power is likely spoken for. Does that portion of the grid rely heavily on solar power? Then the chargers may not work when the sun goes down.\u003c/p>\n\u003cp>“We have over 600,000 EVs in our service territory. And we’ve seen EV adoption grow at about 26% of the compound annual growth rate over the last few years. That’s a significant amount of load that we’re seeing on the system,” said David Almeida, a manager within PG&E’s clean energy transportation group.\u003c/p>\n\u003cp>Almeida said the utility company underestimated electricity demand, and as a result, it doesn’t have the infrastructure to support the rapidly growing EV industry right now.\u003c/p>\n\u003cp>But they’re working on it.\u003c/p>\n\u003cp>“We are building out a forecast that doesn’t look at necessarily just historical load, but it looks at where we anticipate load growth,” he said.\u003c/p>\n\u003cp>The goal is to make electric car charging stations faster to build and more reliable once they’re up and running.\u003c/p>\n\u003cp>Despite all the work needed to bolster this transportation system overhaul, Almeida said it’s ultimately worth it.\u003c/p>\n\u003cp>Right now, California’s transportation system is by far the \u003ca href=\"https://ww2.arb.ca.gov/ghg-inventory-data\">largest contributor\u003c/a> to our greenhouse gas emissions. Transitioning away from gas-powered cars is critical to mitigating the impacts of climate change, and EVs are already helping to do that.\u003c/p>\n\u003cp>A recent \u003ca href=\"https://pubs.acs.org/doi/10.1021/acs.est.3c09642\">study\u003c/a> by scientists at UC Berkeley showed EV adoption in the Bay Area has already reduced our carbon emissions by almost 2%.\u003c/p>\n\u003cp>“I’ve been a believer from the very beginning,” Almeida said. “And it’s just very cool to see a lot of this prove out.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003ch2 id=\"episode-transcript\">Episode Transcript\u003c/h2>\n\u003cp>\u003ci>This is a computer-generated transcript. While our team has reviewed it, there may be errors.\u003c/i>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>I’m Olivia Allen-Price. This is Bay curious. And today we’re going on a little road trip.\u003c/p>\n\u003cp>\u003cem>Sounds of a car driving\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Here we go. So we are driving around San Francisco in my Volkswagen E-golf, and it’s an electric vehicle. And we’re looking for a place to charge. And I’m here with Dana Cronin.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And how do you normally find a place to charge in the city?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> It’s pretty rare that I have to find a place to charge because I mostly charge at home. But when I do have to find a place, I pull up an app on my phone and …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Safely, of course, pulled over by the side of the road.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Exactly. Let’s actually pull over real quick up here.\u003c/p>\n\u003cp>(sound of car decelerating)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Okay, so I pull up this app on my phone and what it does is it loads all sorts of different chargers that are nearby that are owned by all sorts of different companies. The numbers mean how many charging stations are in each of these locations. Of the one that’s nearby, it looks like one is out of service; four are currently being used … but looks like one is available.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> 0.2 miles away. That’s not too bad.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Yeah, let’s give it a shot. Okay, so the charger is somewhere in this enormous parking lot.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> You know that there’s a spot open right now because of your app, right? Or is it possible that it’s there but someone’s using it?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> I would … I would say I don’t feel 100% confident based on the app.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> There’s a line of Teslas.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>So, let’s go and see if the non-Tesla chargers are near the Tesla ones, too. Oh, and here we are to the right. … This is also Tesla charging. Just kidding.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>We drove around the parking lot for a while but then finally found the chargers.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> So, it’s full. (laughs)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> There was a little dispute with another customer over who was there first. It was totally us, but we let it go. Eventually, another stall opened up.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Charging port here, plug it in and it looks like this one gives me the option to pay by the EVgo app, or I can pay by credit card, which is actually great. It does not seem … Oh, there we go, there we go. Okay, let’s remove the card … (pause) authorization declined. I will try a different card payment. (pause) Authorized!\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Step one: Complete! (laughing)\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Step 7,962: pay for the charging. (laughing)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Generally, I would say this was not super easy, and yet it’s pretty much totally full.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price\u003c/strong>: Yeah, I mean, it’s not easy. I feel really lucky most of the time. I charge at home because it is, you know, it’s a pain and it’s a little stressful, especially if you are really low on charge. Like I’ve been in situations where I’m really sweating it out because I go to one charging station and like the screen is broken or the Wi-Fi isn’t working, or sometimes they’ll have these in paid parking garages and they don’t tell you that. And it’s like $30 just to get in the garage.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Like it feels like you do have to have an at-home charger right now for this to be convenient and conducive to your lifestyle. Like, I can’t imagine, like fully relying on this, you know. I, for one, will probably just stick with my Subaru for now. My gas-powered Subaru, for now.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> On today’s episode of Bay Curious, we dive into the world of electric vehicles. I love driving mine, but as you saw, it’s not perfect. California currently dominates the EV market, and the state has a lofty goal of banning the sale of new gas-powered vehicles by 2035. So if you’re not driving an EV yet, you may be soon. Is your community set up for it? Is the Bay area’s current infrastructure matching up with the demand? We’ll get into all that just after a quick break.\u003c/p>\n\u003cp>\u003cem>SPONSOR\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>For this episode, I’m tossing to my co-pilot … reporter Dana Cronin … to explain what’s going on with the Bay Area’s EV infrastructure.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Like a lot of Bay Area residents … maybe you included … I want my next car to be electric. But if my 2012 Subaru Outback died tomorrow … I’m not sure I’d be ready to make the switch. Especially after that drive with Olivia.\u003c/p>\n\u003cp>Bay Curious listener Kelly Lindberg … feels the same way.\u003c/p>\n\u003cp>\u003cstrong>Kelly Lindberg:\u003c/strong> You hear those stories in the news sometimes about, like, the drive between, like, Las Vegas and Los Angeles. You know, people going in their Teslas and having a super long line at the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Kelly works for a climate startup accelerator, and she’s thought, “There’s gotta be a solution to this problem.”\u003c/p>\n\u003cp>One came to her… as she was driving through her neighborhood in Oakland. She’s noticed a lot of abandoned gas stations around.\u003c/p>\n\u003cp>\u003cstrong>Kelly Lindberg:\u003c/strong> Would it be a good idea to maybe turn some of these spaces into electric car charging stations?\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>I mean … sounds like a good idea to me. I, too, live in Oakland and have noticed quite a few empty lots. Whether they’re former gas stations, convenience stores, or storefronts … it seems like there’s plenty of empty space for charging stations to set up shop.\u003c/p>\n\u003cp>But, to do that, you first need a charging company. So, I met with one.\u003c/p>\n\u003cp>(sounds of loud road noise)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Jonah Eidus is wearing a navy-logoed polo and is parked at an EVgo charging station. He oversees EVgo’s real estate department.\u003c/p>\n\u003cp>EVgo has hundreds of charging stalls in the Bay Area … the one we’re meeting at is in Oakland’s Fruitvale neighborhood … right off of 580 on Fruitvale Avenue. It’s set up at a Shell gas station.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> So this site is an eight-stall, fast-charging site, capable of delivering up to 350 kW to each car. And it is definitely one of the more popular stations in Oakland.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>That’s enough to charge most modern EVs in less than 20 minutes. And it is popular! Over the course of our interview … all eight stalls were full almost the whole time.\u003c/p>\n\u003cp>Without wasting any time, I posed Kelly’s question. Could empty lots and gas stations near her house get setups like this one?\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> In general, when we’re installing new chargers, we’re looking to be in high-traffic areas where the chargers will be used for about 15 to 45 minutes. And that means we also want to have amenities nearby so people have something to do during those 15 to 45 minutes.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>It takes longer to charge your car’s battery than it does to pump gas. So this charging station, for example, is right next to a Peet’s Coffee and a Farmer Joe’s grocery store. A perfect place to run some errands while you wait.\u003c/p>\n\u003cp>As we’re talking, Dave Robinson drives up in his brand new 2023 KIA EV6, backs into a stall, and plugs in.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>What do you plan to do while you wait?\u003c/p>\n\u003cp>\u003cstrong>Dave Robinson:\u003c/strong> Just hang out. You know, if it’s going to be a while, there’s coffee shops and everything else around. So it’s easy.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Convenience! It’s a big factor in selecting a charging site, Jonah says. But there are lots of other factors, too.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus: \u003c/strong>Availability of parking stalls, grid interconnection, forecasted charging demand, electricity rates and importantly, multifamily housing density nearby the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>OK … let’s take those one at a time.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> Availability of parking stalls …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Meaning … is there enough space for cars to park here? The goal is to build as many charging stalls as possible per site.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … grid interconnection …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>This one is super important. Because after all, the product they are ultimately selling … is electricity. And they need to make sure that a specific site HAS the electricity to sell\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … forecasted charging demand … electricity rates …\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>How many customers do they expect, and how much will those customers have to pay to charge? The cost of electricity can \u003cem>literally \u003c/em>vary block to block.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And … EVGo is a for-profit company after all … so it needs to pencil out.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus:\u003c/strong> … and importantly, multifamily housing density nearby the charging station.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Is the charging station set up near those who need it the most? Those who live in apartment complexes, for example, don’t have the option to charge from their own garage.\u003c/p>\n\u003cp>That’s not even \u003cem>half \u003c/em>the considerations that go into establishing a charging site. There’s also things like a city’s zoning regulations … and safety considerations.\u003c/p>\n\u003cp>In fact, EVgo has a mapping algorithm that integrates 27 different factors.\u003c/p>\n\u003cp>\u003cstrong>Jonah Eidus: \u003c/strong>Suffice to say, it is a fairly sophisticated process that we go through. And when a site goes live, a lot of thought and a lot of data has gone into the decision to build that site.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Jonah couldn’t say exactly whether the specific abandoned gas stations in Kelly’s neighborhood could be converted to charging sites … I guess that’s a question for the algorithm.\u003c/p>\n\u003cp>(music)\u003c/p>\n\u003cp>\u003cem> \u003c/em>So that’s how companies choose specific charging sites … and avoid others.\u003c/p>\n\u003cp>But at the \u003cem>heart \u003c/em>of Kelly’s question … is a bigger question. Clearly, we need MORE charging stations … whether at abandoned gas stations … or near coffee shops and grocery stores. So … why hasn’t the electric vehicle charging infrastructure kept up with demand?\u003c/p>\n\u003cp>To answer that question, I met up with Carleen Cullen. She’s the co-founder of the environmental nonprofit Cool the Earth and a former transportation advisor to Governor Newsom.\u003c/p>\n\u003cp>(sounds of a busy parking lot)\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>We meet up at another charging station … this one in the parking lot of a Safeway in Mill Valley. We’re chatting next to Carleen’s Chevy Bolt … which is parked in a stall, ready to charge … when, all of a sudden, another EV driver pulls up behind us and asks how long we plan to be.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>I guess that’s part of the challenge is that there’s so few chargers that we have someone waiting on us here waiting for a charge, somewhat impatiently. So we’re going to go ahead and get charging.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen:\u003c/strong> Let’s get started.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Carleen swipes her credit card, pulls the charger around to her car, plugs in, and it starts charging.\u003c/p>\n\u003cp>(sound of the high-pitched hum from the charger)\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>So when you hear that great hum, you know that that’s happening.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Carleen is somewhat of an electric vehicle evangelist … an E-V-vangelist … if you will. Half the time we spent together I felt like I was in an EV infomercial. But she’s not naive. She knows the current infrastructure is flawed. In fact, she did a study a few years ago where she tested the reliability of charging stations in the Bay Area.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>And we found that about a quarter of the stations in the Bay area weren’t functional.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>Meaning the screens were broken or the payment system didn’t work or the equipment was flawed. She says the infrastructure has improved a lot since then, but there’s still not enough of it.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>I would say we’re tight on the number of chargers. Yeah, we’re definitely tight.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>And that’s in part because … what we’re talking about here … is a MAJOR overhaul of an entire transportation system. In 2020, Governor Newsom set a goal to ban the sale of new gas-powered vehicles in California by the year 2035. And California is outpacing other states in both EV adoption and infrastructure by a long shot. We have more chargers than any other state. But in order to reach that lofty goal … Carleen says we need three things:\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen:\u003c/strong> We need to move the adoption of EVs forward. We need to move the number of charging ports available as well, and we need to move the grid capacity as well.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>These things all have to happen simultaneously. Consumers, charging companies, EV manufacturers, utility companies, local governments … everyone has to work in concert for this to work. Carleen says, right now, the utility companies aren’t necessarily pulling their weight.\u003c/p>\n\u003cp>\u003cstrong>Carleen Cullen: \u003c/strong>There’s a huge lag time between when the station, the charging station vendor requests the power and when PG&E actually delivers it.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>For a charging station to operate, it needs to be hooked up to our power grid. That’s where PG&E comes in. And they won’t just let you set up a charging station ANYWHERE. They have to be able to deliver enough power to that site.\u003c/p>\n\u003cp>Is the section of the grid you’re trying to connect to also connected to a big manufacturing plant … for example? Are your neighbors using a lot of electricity during certain times of the day? Then the available power is likely spoken for. Does that portion of the grid rely heavily on solar power? Then the chargers may not work when the sun goes down.\u003c/p>\n\u003cp>These are critical considerations, says David Almeida … a manager within PG&E’s clean energy transportation group. And he says Carleen’s critique is fair. He says, yes, the utility is definitely still playing catch-up.\u003c/p>\n\u003cp>\u003cstrong>David Almeida:\u003c/strong> So we have over 600,000 EVs in our service territory. And we’ve seen EV adoption grow at about 26% of the compound annual growth rate over the last few years. That’s a significant amount of load that we’re seeing on the system.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>He also says … they didn’t plan for that increased demand for electricity. In fact, they UNDERestimated it … and, as a result, they don’t have the infrastructure to support it right now.\u003c/p>\n\u003cp>But, he says, they’re working on it.\u003c/p>\n\u003cp>\u003cstrong>David Almeida: \u003c/strong>We are building out a forecast that doesn’t look at necessarily just historical load, but it looks at where we anticipate load growth.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>He says their goal is to make electric car charging stations faster to build and more reliable once they’re up and running.\u003c/p>\n\u003cp>\u003cem>Music\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin: \u003c/strong>This all sounds like a lot of work. Overhauling our entire state’s transportation system … building thousands and thousands of new charging stations … getting utility companies on board … I’m exhausted just thinking about it.\u003c/p>\n\u003cp>But it’s important to remember WHY we’re doing this. Right now, California’s transportation system is BY FAR the largest contributor to our greenhouse gas emissions. Transitioning away from gas-powered cars is critical to mitigating the impacts of climate change.\u003c/p>\n\u003cp>And Evs are already helping to do that.\u003c/p>\n\u003cp>A recent study by scientists at UC Berkeley showed EV adoption in the Bay Area has already reduced our carbon emissions by almost 2 percent.\u003c/p>\n\u003cp>Now, obviously, to keep up that progress … the system has to work for EVERYONE. And I’m not sure we’re there yet.\u003c/p>\n\u003cp>\u003cem>Music sneaks in\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> What do you think, Olivia? Any more sympathy for the cause?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> You know, yeah. I didn’t realize there were so many hurdles to getting new charging stations online. I feel really lucky that I am able to charge my car at home and so this isn’t an issue I have to deal with very often. But for folks who can’t charge overnight where they live — that’s a huge hurdle. And I’m sure it’s a non-starter for some people! It’s got to get better.\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Yeah … 2035 is not THAT far away … and if we’re gonna reach that goal, we’re going to need more charging stations.\u003c/p>\n\u003cp>I’m kind of hoping my Subaru lasts just a couple more years …\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price:\u003c/strong> Dana Cronin — thank you!\u003c/p>\n\u003cp>\u003cstrong>Dana Cronin:\u003c/strong> Thank you.\u003c/p>\n\u003cp>\u003cem>Music\u003c/em>\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>That was KQED’s Dana Cronin.\u003c/p>\n\u003cp>This story would not have been possible without our question-asker, Kelly Lindberg. That’s because you, our dear audience, decide what we cover by submitting questions — and then voting on which ones we should answer.\u003c/p>\n\u003cp>We have a new voting round-up at BayCurious.org with three enticing questions.\u003c/p>\n\u003cp>\u003cstrong>Voice 1:\u003c/strong> Why did Oakland International Airport become San Francisco Bay Oakland International Airport, giving us two very confusingly similar-sounding airports?\u003c/p>\n\u003cp>\u003cstrong>Voice 2:\u003c/strong> I remember going to the Berkeley dump, now Cesar Chavez Park, with my dad in the 1970s. It was pretty wild. It’d be really interesting to learn more about its evolution from dump to park.\u003c/p>\n\u003cp>\u003cstrong>Voice 3:\u003c/strong> I was walking my dog on Thornton Beach on the Daly City/SF border and found a really long tunnel coming out of the hillside around some abandoned piers. Any idea what it is?\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>Voting is so easy! Just grab your phone, pull up BayCurious.org, scroll to our voting round and click on your favorite question! No registering or emails or phone numbers or anything complicated. We try to make it easy on you.\u003c/p>\n\u003cp>Bay Curious is made by Ana De Almeida Amaral, Amanda Font, Olivia Allen-Price, Christopher Beale. Special thanks to Laura Klivans, Jen Chien, Katie Sprenger, Maha Sanad, Holly Kernan and the whole KQED Family.\u003c/p>\n\u003cp>\u003cstrong>Olivia Allen-Price: \u003c/strong>I’m Olivia Allen-Price.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"order": 8
},
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},
"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",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"source": "Commonwealth Club of California"
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"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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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
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"source": "NPR"
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"how-i-built-this": {
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"title": "How I Built This with Guy Raz",
"info": "Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.",
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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",
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"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": {
"site": "news",
"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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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",
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"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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