San Francisco Moves to Expand Curbside Electric Vehicle Charging
California’s Instant EV Rebates Would Require Automakers to Match State Funds
Bay Area Lawmaker Tries to Save Carpool Lane Access for Clean Air Vehicles
Deadly Electric-Motor Vehicle Collisions in San Francisco Prompt Calls for Regulation
San Francisco Approves Plan to Add Hundreds of EV Chargers at City Facilities
Cap And Trade Debate Includes Controversial Proposals
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"content": "\u003cp>In a \u003ca href=\"https://www.kqed.org/housing\">majority-renter city \u003c/a>like San Francisco, the prospect of electric vehicle ownership presents a conundrum: Without access to private parking spots, where are people supposed to charge their vehicles?\u003c/p>\n\u003cp>Aiming to address that issue, San Francisco Mayor Daniel Lurie on Tuesday introduced legislation that would create a permitting pathway to expand the city’s curbside electric vehicle charging program.\u003c/p>\n\u003cp>“ For the first time, San Francisco will have a clear process to allow curbside EV chargers to be built across neighborhoods,” Lurie said at a press conference on Tuesday.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>He added that his proposal would expand reliable charging access, “especially for renters and people who live in apartment buildings.”\u003c/p>\n\u003cp>Lurie and other top city officials announced the legislation next to two Duboce Triangle neighborhood curbside chargers, which have been in use since last April as part of a curbside EV charger \u003ca href=\"https://www.kqed.org/news/12020242/san-francisco-1st-curbside-ev-charging-stations-debut-these-2-neighborhoods\">pilot program\u003c/a>.\u003c/p>\n\u003cp>He said the city’s goal is to install 100 curbside chargers by 2030.\u003c/p>\n\u003cfigure id=\"attachment_12073557\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12073557 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/DanielLurieSFUSDStrike.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/DanielLurieSFUSDStrike.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/DanielLurieSFUSDStrike-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/DanielLurieSFUSDStrike-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie speaks at a press conference on Friday, Feb. 13, 2026, in San Francisco. \u003ccite>(Sydney Johnson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If passed, the San Francisco Municipal Transportation Agency would be the lead permitting agency for the program, and is set to begin accepting applications from curbside charging providers this summer.\u003c/p>\n\u003cp>SFMTA Director of Transportation Julie Kirschbaum said the chargers would be privately funded.\u003c/p>\n\u003cp>“ The permit will enable us to solicit proposals from EV charging companies,” Kirschbaum said. “Based on the pilot, we believe there is a lot of interest in this area and that this is a viable investment for companies to make.”\u003c/p>\n\u003cp>The SFMTA would set expectations on performance and proposed locations of future chargers, Kirschbaum said.\u003c/p>\n\u003cp>Supporters of the mayor’s proposal said the legislation would help San Francisco achieve its goal of net-zero emissions by 2040, laid out in the city’s \u003ca href=\"https://media.api.sf.gov/documents/2025_DRAFT_Climate_Action_Plan_Strategies_and_Actions91.pdf\">Climate Action Plan\u003c/a>, and increase equity in electric vehicle ownership. The city is also \u003ca href=\"https://www.kqed.org/news/12049202/san-francisco-approves-plan-to-add-hundreds-of-ev-chargers-at-city-facilities\">working to transition\u003c/a> its own fleet of vehicles to electric.[aside postID=news_12023483 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/01/ElectricVehicleChargingStatonSFGetty-1020x680.jpg']“ I was actually close to selling my EV when I discovered the curbside pilot program run by the city,” said Ashkan Javaherian, a Duboce Triangle resident. Javaherian said the neighborhood’s curbside chargers, which he regularly uses, changed his mind.\u003c/p>\n\u003cp>“In practice, owning an EV in San Francisco is only realistic for people who own their home and have a garage,” Javaherian said. “In a city where so many residents are renters, that’s just not an equitable solution.”\u003c/p>\n\u003cp>At the curbside EV chargers in his neighborhood, a full charge on his EV costs $14, whereas a faster charger at a private parking lot or a grocery store might cost \u003ca href=\"https://driveclean.ca.gov/electric-car-charging#:~:text=Charging%20costs%20for%20electric%20cars%20in%20California,about%2018%20cents%20per%20kilowatt%20hour%20(kWh).\">about 25% more\u003c/a>, plus possible parking fees.\u003c/p>\n\u003cp>Susan Green, a volunteer on the steering committee of the San Francisco Climate Emergency Coalition, said that private-public partnerships will be key for the city to realize its net-zero climate goals.\u003c/p>\n\u003cp>“The city doesn’t actually have to fund the installation of these chargers,” Green said, adding that the city’s broader net-zero emissions goal will cost “billions of dollars.”\u003c/p>\n\u003cp>Green’s coalition has been advocating “for years” for the city to expand EV charging infrastructure, she said, adding that San Francisco is lagging behind others like Los Angeles and New York City.\u003c/p>\n\u003cp>According to Ben Jones, a product engineer with the curbside EV charging company It’s Electric, the two Duboce Triangle chargers are actively charging electric vehicles more than 70% of the time.\u003c/p>\n\u003cfigure id=\"attachment_12075950\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075950\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260310-EVCHARGING-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260310-EVCHARGING-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260310-EVCHARGING-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260310-EVCHARGING-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An electric vehicle charges at a curbside EV charging station in San Francisco on March 10, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although it’s been established that drivers can receive tickets if they park non-electric vehicles in the charging spots, how long electric vehicle owners are allowed to keep their vehicles in a charging spot once their battery is full remains a gray area.\u003c/p>\n\u003cp>“ We don’t expect somebody to come out in the middle of the night and move their car,” Kirschbaum said. “We’re going to try as much as possible to just apply some common sense rules to keep it fair for everyone.”\u003c/p>\n\u003cp>Javaherian said he hasn’t yet encountered this kind of problem with the shared charging spot.\u003c/p>\n\u003cp>When it’s in use, he parks somewhere else. “Then, I come back and check on it, and then I get it,” Javaherian said.\u003c/p>\n\u003cp>But, he added, as more people in the city get EVs, “We’re gonna need more of these, which is why it’s so important for the city to expand EV charging.”\u003c/p>\n\u003cp>https://docs.google.com/forms/d/e/1FAIpQLSeeeKhyuk-_odJH80iw5eAlpLBF-YWJnOi_Yqs4BEN9fY1YJA/viewform?usp=publish-editor\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>He added that his proposal would expand reliable charging access, “especially for renters and people who live in apartment buildings.”\u003c/p>\n\u003cp>Lurie and other top city officials announced the legislation next to two Duboce Triangle neighborhood curbside chargers, which have been in use since last April as part of a curbside EV charger \u003ca href=\"https://www.kqed.org/news/12020242/san-francisco-1st-curbside-ev-charging-stations-debut-these-2-neighborhoods\">pilot program\u003c/a>.\u003c/p>\n\u003cp>He said the city’s goal is to install 100 curbside chargers by 2030.\u003c/p>\n\u003cfigure id=\"attachment_12073557\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-12073557 size-full\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/DanielLurieSFUSDStrike.jpg\" alt=\"\" width=\"2000\" height=\"1500\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/DanielLurieSFUSDStrike.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/DanielLurieSFUSDStrike-160x120.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/02/DanielLurieSFUSDStrike-1536x1152.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">Mayor Daniel Lurie speaks at a press conference on Friday, Feb. 13, 2026, in San Francisco. \u003ccite>(Sydney Johnson/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>If passed, the San Francisco Municipal Transportation Agency would be the lead permitting agency for the program, and is set to begin accepting applications from curbside charging providers this summer.\u003c/p>\n\u003cp>SFMTA Director of Transportation Julie Kirschbaum said the chargers would be privately funded.\u003c/p>\n\u003cp>“ The permit will enable us to solicit proposals from EV charging companies,” Kirschbaum said. “Based on the pilot, we believe there is a lot of interest in this area and that this is a viable investment for companies to make.”\u003c/p>\n\u003cp>The SFMTA would set expectations on performance and proposed locations of future chargers, Kirschbaum said.\u003c/p>\n\u003cp>Supporters of the mayor’s proposal said the legislation would help San Francisco achieve its goal of net-zero emissions by 2040, laid out in the city’s \u003ca href=\"https://media.api.sf.gov/documents/2025_DRAFT_Climate_Action_Plan_Strategies_and_Actions91.pdf\">Climate Action Plan\u003c/a>, and increase equity in electric vehicle ownership. The city is also \u003ca href=\"https://www.kqed.org/news/12049202/san-francisco-approves-plan-to-add-hundreds-of-ev-chargers-at-city-facilities\">working to transition\u003c/a> its own fleet of vehicles to electric.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“ I was actually close to selling my EV when I discovered the curbside pilot program run by the city,” said Ashkan Javaherian, a Duboce Triangle resident. Javaherian said the neighborhood’s curbside chargers, which he regularly uses, changed his mind.\u003c/p>\n\u003cp>“In practice, owning an EV in San Francisco is only realistic for people who own their home and have a garage,” Javaherian said. “In a city where so many residents are renters, that’s just not an equitable solution.”\u003c/p>\n\u003cp>At the curbside EV chargers in his neighborhood, a full charge on his EV costs $14, whereas a faster charger at a private parking lot or a grocery store might cost \u003ca href=\"https://driveclean.ca.gov/electric-car-charging#:~:text=Charging%20costs%20for%20electric%20cars%20in%20California,about%2018%20cents%20per%20kilowatt%20hour%20(kWh).\">about 25% more\u003c/a>, plus possible parking fees.\u003c/p>\n\u003cp>Susan Green, a volunteer on the steering committee of the San Francisco Climate Emergency Coalition, said that private-public partnerships will be key for the city to realize its net-zero climate goals.\u003c/p>\n\u003cp>“The city doesn’t actually have to fund the installation of these chargers,” Green said, adding that the city’s broader net-zero emissions goal will cost “billions of dollars.”\u003c/p>\n\u003cp>Green’s coalition has been advocating “for years” for the city to expand EV charging infrastructure, she said, adding that San Francisco is lagging behind others like Los Angeles and New York City.\u003c/p>\n\u003cp>According to Ben Jones, a product engineer with the curbside EV charging company It’s Electric, the two Duboce Triangle chargers are actively charging electric vehicles more than 70% of the time.\u003c/p>\n\u003cfigure id=\"attachment_12075950\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12075950\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260310-EVCHARGING-05-BL-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260310-EVCHARGING-05-BL-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260310-EVCHARGING-05-BL-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/03/260310-EVCHARGING-05-BL-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003cfigcaption class=\"wp-caption-text\">An electric vehicle charges at a curbside EV charging station in San Francisco on March 10, 2026. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Although it’s been established that drivers can receive tickets if they park non-electric vehicles in the charging spots, how long electric vehicle owners are allowed to keep their vehicles in a charging spot once their battery is full remains a gray area.\u003c/p>\n\u003cp>“ We don’t expect somebody to come out in the middle of the night and move their car,” Kirschbaum said. “We’re going to try as much as possible to just apply some common sense rules to keep it fair for everyone.”\u003c/p>\n\u003cp>Javaherian said he hasn’t yet encountered this kind of problem with the shared charging spot.\u003c/p>\n\u003cp>When it’s in use, he parks somewhere else. “Then, I come back and check on it, and then I get it,” Javaherian said.\u003c/p>\n\u003cp>But, he added, as more people in the city get EVs, “We’re gonna need more of these, which is why it’s so important for the city to expand EV charging.”\u003c/p>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe\n src='https://docs.google.com/forms/d/e/1FAIpQLSeeeKhyuk-_odJH80iw5eAlpLBF-YWJnOi_Yqs4BEN9fY1YJA/viewform?usp=publish-editor?embedded=true'\n title='https://docs.google.com/forms/d/e/1FAIpQLSeeeKhyuk-_odJH80iw5eAlpLBF-YWJnOi_Yqs4BEN9fY1YJA/viewform?usp=publish-editor'\n width='760' height='500'\n frameborder='0'\n marginheight='0' marginwidth='0'>\u003c/iframe>\u003c/div>\u003c/p>\u003cp>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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"title": "California’s Instant EV Rebates Would Require Automakers to Match State Funds",
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"content": "\u003cp>\u003cem>This commentary was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>Californians could get \u003ca href=\"https://www.kqed.org/news/12015764/newsom-vows-bring-back-california-ev-rebates-trump-cuts-federal-credit\">instant rebates on electric vehicle purchases\u003c/a> under Gov. Gavin Newsom’s $200 million plan, which would require automakers to match state incentives dollar-for-dollar.\u003c/p>\n\u003cp>The \u003ca href=\"https://trailerbill.dof.ca.gov/public/trailerBill/pdf/1367\">plan\u003c/a>, which the Legislature must still approve, lays out for the first time how the governor plans to steer a California-specific rebate program to bolster a \u003ca href=\"https://calmatters.org/environment/climate-change/2026/01/california-ev-rebates-trump/\">slowing electric car market\u003c/a> after the Trump administration \u003ca href=\"https://www.cnbc.com/2025/07/01/trump-big-beautiful-bill-axes-7500-ev-tax-credit-after-september.html\">cancelled federal incentives\u003c/a> last year.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The California Air Resources Board would oversee the program, offering rebates at the point of sale to lower upfront costs for buyers instead of reimbursing them later. The draft does not specify rebate amounts, which the air board will determine during program design and discuss at a public workshop this spring, said Lindsay Buckley, a spokesperson for the agency.\u003c/p>\n\u003cp>The proposal exempts the program from the state’s usual rule-making requirements, allowing California to design and launch the rebates more quickly than typical for new programs.\u003c/p>\n\u003cfigure id=\"attachment_12070782\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070782\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Gov. Gavin Newsom speaks to the press on the sidelines of the World Economic Forum (WEF) annual meeting in Davos on Jan. 20, 2026. \u003ccite>(Fabrice Coffrini/AFP)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Newsom first unveiled the incentive proposal as part of his \u003ca href=\"https://calmatters.org/politics/2026/01/california-newsom-last-state-budget/\">January budget plan\u003c/a> but released few initial details. State officials cast the subsidy as a response to President Donald Trump’s dismantling of incentives and \u003ca href=\"https://calmatters.org/environment/2025/05/california-electric-car-mandate-senate-revoke-waiver/\">blocking\u003c/a> of California’s clean-vehicle mandate.\u003c/p>\n\u003ch2>How the rebates would work\u003c/h2>\n\u003cp>Outside experts and clean vehicle advocates said the details raise new questions about how the program would work in practice and who would benefit.\u003c/p>\n\u003cp>Ethan Elkind, a climate law expert at UC Berkeley, said structuring the incentives as grants allows the state to set the terms automakers must meet to access the money, giving California leverage over manufacturers.\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>\u003cem>California is an expensive place to live. Are you feeling the pinch? \u003ca href=\"#Shareyourstory\">Share your story\u003c/a> with KQED by leaving us a voicemail at \u003ca href=\"tel:4155532115\">415-553-2115\u003c/a> or \u003ca href=\"https://docs.google.com/forms/d/e/1FAIpQLSe5v6Atf-zIWjJr8ZXgyOmDSRVu2kSdv4_RdPTIWLdBmnVoXg/viewform?usp=header\">clicking here\u003c/a>.\u003c/em>\u003c/strong>\u003c/p>\u003c/blockquote>\n\u003cp>But Mars Wu, a senior program manager with the Greenlining Institute, which advocates for investments in communities of color, said the draft plans fall short on equity, arguing the proposal does little to ensure the incentives reach the Californians who need them most.\u003c/p>\n\u003cp>“[The] proposal sets up a first-come, first-serve free-for-all scenario, which is not a prudent use of extremely limited public dollars in a deficit year,” she wrote in an email.\u003c/p>\n\u003ch2>How far could the money go?\u003c/h2>\n\u003cp>The proposal limits eligibility by vehicle price, not buyer income. New passenger cars qualify only if priced at or below $55,000, while vans, SUVs and pickup trucks are capped at $80,000. [aside postID=science_1999931 hero='https://cdn.kqed.org/wp-content/uploads/sites/35/2026/01/GETTYIMAGES-2258202432-KQED.jpg']Used vehicles are limited to a sales price of $25,000. All vehicles must be registered to California residents.\u003c/p>\n\u003cp>The newly released details also add context about the size of the program. A \u003ca href=\"https://calmatters.org/environment/climate-change/2026/01/california-ev-rebates-trump/\">CalMatters estimate\u003c/a> of the governor’s initial proposal found that the $200 million would cover rebates for only about 20% of last year’s electric vehicle sales.\u003c/p>\n\u003cp>The proposed matching funds from auto manufacturers could allow the program to cover a larger share of buyers or provide larger point-of-sale rebates, depending on how the incentives are structured.\u003c/p>\n\u003cp>One clean car advocate said the details aren’t locked in yet — including how the rebates could be targeted. Wu said the state could move quickly without abandoning equity by deciding who qualifies in advance while still offering rebates at the dealership. “There is a way to balance equity and expediency,” Wu wrote.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/environment/2026/02/newsom-ev-rebates-automakers-trump/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003ch2>\u003ca id=\"Shareyourstory\">\u003c/a>California is expensive. Share your story of how you get by\u003c/h2>\n\u003cp>https://docs.google.com/forms/d/e/1FAIpQLSe5v6Atf-zIWjJr8ZXgyOmDSRVu2kSdv4_RdPTIWLdBmnVoXg/viewform?usp=header\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>This commentary was originally published by \u003ca href=\"https://calmatters.org/\">CalMatters\u003c/a>. \u003ca href=\"https://calmatters.org/subscribe-to-calmatters/\">Sign up\u003c/a> for their newsletters.\u003c/em>\u003c/p>\n\u003cp>Californians could get \u003ca href=\"https://www.kqed.org/news/12015764/newsom-vows-bring-back-california-ev-rebates-trump-cuts-federal-credit\">instant rebates on electric vehicle purchases\u003c/a> under Gov. Gavin Newsom’s $200 million plan, which would require automakers to match state incentives dollar-for-dollar.\u003c/p>\n\u003cp>The \u003ca href=\"https://trailerbill.dof.ca.gov/public/trailerBill/pdf/1367\">plan\u003c/a>, which the Legislature must still approve, lays out for the first time how the governor plans to steer a California-specific rebate program to bolster a \u003ca href=\"https://calmatters.org/environment/climate-change/2026/01/california-ev-rebates-trump/\">slowing electric car market\u003c/a> after the Trump administration \u003ca href=\"https://www.cnbc.com/2025/07/01/trump-big-beautiful-bill-axes-7500-ev-tax-credit-after-september.html\">cancelled federal incentives\u003c/a> last year.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>The California Air Resources Board would oversee the program, offering rebates at the point of sale to lower upfront costs for buyers instead of reimbursing them later. The draft does not specify rebate amounts, which the air board will determine during program design and discuss at a public workshop this spring, said Lindsay Buckley, a spokesperson for the agency.\u003c/p>\n\u003cp>The proposal exempts the program from the state’s usual rule-making requirements, allowing California to design and launch the rebates more quickly than typical for new programs.\u003c/p>\n\u003cfigure id=\"attachment_12070782\" class=\"wp-caption aligncenter\" style=\"max-width: 1980px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12070782\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926.jpg\" alt=\"\" width=\"1980\" height=\"1320\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926.jpg 1980w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2026/01/GettyImages-2256657926-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 1980px) 100vw, 1980px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Gov. Gavin Newsom speaks to the press on the sidelines of the World Economic Forum (WEF) annual meeting in Davos on Jan. 20, 2026. \u003ccite>(Fabrice Coffrini/AFP)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Newsom first unveiled the incentive proposal as part of his \u003ca href=\"https://calmatters.org/politics/2026/01/california-newsom-last-state-budget/\">January budget plan\u003c/a> but released few initial details. State officials cast the subsidy as a response to President Donald Trump’s dismantling of incentives and \u003ca href=\"https://calmatters.org/environment/2025/05/california-electric-car-mandate-senate-revoke-waiver/\">blocking\u003c/a> of California’s clean-vehicle mandate.\u003c/p>\n\u003ch2>How the rebates would work\u003c/h2>\n\u003cp>Outside experts and clean vehicle advocates said the details raise new questions about how the program would work in practice and who would benefit.\u003c/p>\n\u003cp>Ethan Elkind, a climate law expert at UC Berkeley, said structuring the incentives as grants allows the state to set the terms automakers must meet to access the money, giving California leverage over manufacturers.\u003c/p>\n\u003cblockquote>\u003cp>\u003cstrong>\u003cem>California is an expensive place to live. Are you feeling the pinch? \u003ca href=\"#Shareyourstory\">Share your story\u003c/a> with KQED by leaving us a voicemail at \u003ca href=\"tel:4155532115\">415-553-2115\u003c/a> or \u003ca href=\"https://docs.google.com/forms/d/e/1FAIpQLSe5v6Atf-zIWjJr8ZXgyOmDSRVu2kSdv4_RdPTIWLdBmnVoXg/viewform?usp=header\">clicking here\u003c/a>.\u003c/em>\u003c/strong>\u003c/p>\u003c/blockquote>\n\u003cp>But Mars Wu, a senior program manager with the Greenlining Institute, which advocates for investments in communities of color, said the draft plans fall short on equity, arguing the proposal does little to ensure the incentives reach the Californians who need them most.\u003c/p>\n\u003cp>“[The] proposal sets up a first-come, first-serve free-for-all scenario, which is not a prudent use of extremely limited public dollars in a deficit year,” she wrote in an email.\u003c/p>\n\u003ch2>How far could the money go?\u003c/h2>\n\u003cp>The proposal limits eligibility by vehicle price, not buyer income. New passenger cars qualify only if priced at or below $55,000, while vans, SUVs and pickup trucks are capped at $80,000. \u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>Used vehicles are limited to a sales price of $25,000. All vehicles must be registered to California residents.\u003c/p>\n\u003cp>The newly released details also add context about the size of the program. A \u003ca href=\"https://calmatters.org/environment/climate-change/2026/01/california-ev-rebates-trump/\">CalMatters estimate\u003c/a> of the governor’s initial proposal found that the $200 million would cover rebates for only about 20% of last year’s electric vehicle sales.\u003c/p>\n\u003cp>The proposed matching funds from auto manufacturers could allow the program to cover a larger share of buyers or provide larger point-of-sale rebates, depending on how the incentives are structured.\u003c/p>\n\u003cp>One clean car advocate said the details aren’t locked in yet — including how the rebates could be targeted. Wu said the state could move quickly without abandoning equity by deciding who qualifies in advance while still offering rebates at the dealership. “There is a way to balance equity and expediency,” Wu wrote.\u003c/p>\n\u003cp>\u003cem>This article was \u003ca href=\"https://calmatters.org/environment/2026/02/newsom-ev-rebates-automakers-trump/\">originally published on CalMatters\u003c/a> and was republished under the \u003ca href=\"https://creativecommons.org/licenses/by-nc-nd/4.0/\">Creative Commons Attribution-NonCommercial-NoDerivatives\u003c/a> license.\u003c/em>\u003c/p>\n\u003ch2>\u003ca id=\"Shareyourstory\">\u003c/a>California is expensive. Share your story of how you get by\u003c/h2>\u003c/p>\u003cp>\u003cdiv class='utils-parseShortcode-shortcodes-__shortcodes__shortcodeWrapper'>\n \u003ciframe\n src='https://docs.google.com/forms/d/e/1FAIpQLSe5v6Atf-zIWjJr8ZXgyOmDSRVu2kSdv4_RdPTIWLdBmnVoXg/viewform?usp=header?embedded=true'\n title='https://docs.google.com/forms/d/e/1FAIpQLSe5v6Atf-zIWjJr8ZXgyOmDSRVu2kSdv4_RdPTIWLdBmnVoXg/viewform?usp=header'\n width='760' height='500'\n frameborder='0'\n marginheight='0' marginwidth='0'>\u003c/iframe>\u003c/div>\u003c/p>\u003cp>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>",
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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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"excerpt": "East Bay Democratic Rep. Mark DeSaulnier said the exemption is necessary to reduce traffic on California roadways and maintain market momentum for environmentally friendly cars.",
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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>On July 21, Janarden Dangi was working a dinner shift at Nepa Indian Cuisine, a restaurant near Divisadero and Fell streets in San Francisco’s Panhandle neighborhood, when he saw flashing police lights.\u003c/p>\n\u003cp>Outside, he joined a small crowd looking out at a gruesome scene — a crash between two pedestrians and a rider of an electric-powered vehicle — near the intersection around 11 p.m.\u003c/p>\n\u003cp>Dangi saw a “white-haired” man lying on the pavement.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“He was half covered by his helmet,” Dangi said. “It was really bad.”\u003c/p>\n\u003cp>In its initial report, San Francisco Police stated that the person, identified as Matthias Mederer, 64, was riding an e-bike at the time of the crash, which also injured two people.\u003c/p>\n\u003cfigure id=\"attachment_12051548\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051548\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in the days and weeks following, confusion arose: was it an e-bike, which doesn’t require a special license to operate — or something else?\u003c/p>\n\u003cp>Following multiple fatalities caused by electric devices in San Francisco, traffic safety advocates are pointing to a need for stronger regulation and classification for electric-powered or motorized modes of transportation.\u003c/p>\n\u003cp>The stakes, said Christopher White, executive director of the San Francisco Bike Coalition, can be life or death.\u003c/p>\n\u003cp>“We just want to make sure that the public has the information that is true and accurate,” White said. “That is what should be guiding policies that develop to keep people safer on the streets.”\u003c/p>\n\u003cp>In a subsequent statement to KQED on Aug. 8, SFPD again reiterated that the crash involved an e-bike.[aside postID=news_12049286 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2019/10/GettyImages-947735006-1020x682.jpg']The San Francisco Bike Coalition, however, said that based on eyewitness accounts and videos \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1m7mqdq/ebike_barrels_into_pedestrian_at_fell_and/\">circulating\u003c/a> online, they believe Mederer was riding a more powerful, faster vehicle, most likely an e-moped, which requires a motorcycle license.\u003c/p>\n\u003cp>Dangi also told KQED that the vehicle in question appeared to be “a modified moped.”\u003c/p>\n\u003cp>“It was not a proper motorbike,” Dangi said. “It was modified with a big sound.”\u003c/p>\n\u003cp>Dangi added that the corner is often busy and that “people have to be very careful in this intersection.”\u003c/p>\n\u003cp>The tragedy unfolded against the backdrop of ongoing conversations among state legislators on the prevalence of e-bikes and motorized scooters, and a possible need for increased safety laws.\u003c/p>\n\u003cp>Under California law, the term “e-bike” can only apply to three classes of electric bicycles with pedals that are capped at 28 miles per hour.\u003c/p>\n\u003cp>White said they’re commonly confused and misreported as e-mopeds and e-motorbikes: vehicles that go way above that speed and require a motorcycle license.\u003c/p>\n\u003cp>“It can propagate narratives in the minds of the public that are not true about the safety or lack of safety of different devices,” White said.\u003c/p>\n\u003cp>White pointed to a fatal collision on Market and Sixth streets just days before the fatal accident on July 21 as a case study: an elderly pedestrian was \u003ca href=\"https://www.kqed.org/news/12049286/77-year-old-pedestrian-dies-in-sf-after-being-struck-by-an-electric-scooter\">struck by an electric scooter\u003c/a> on July 18 while he crossed the intersection, later succumbing to his injuries at a local hospital.\u003c/p>\n\u003cfigure id=\"attachment_12051547\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051547\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus waits at the intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When SFPD initially responded to the scene, it reported that the vehicle involved was a Lime e-scooter, but \u003ca href=\"https://sfbike.org/news/pedestrian-killed-at-intersection-of-market-and-6th-street/\">later\u003c/a> said it remained unclear what kind of scooter it was. Lime also confirmed that the rider was not on one of the company’s electric scooters.\u003c/p>\n\u003cp>The distinction is significant, White said, because electric scooters have their own classification and the California DMV mandates a 15 mph limit for motorized scooters.\u003c/p>\n\u003cp>But still, with reports on all sides unconfirmed, the gray area in how motorized devices are classified is starkly apparent.\u003c/p>\n\u003cp>White recommended that the city develop what he called a “hierarchy of road vulnerability,” or an awareness campaign about the kinds of vehicles on streets and what dangers they pose to pedestrians.\u003c/p>\n\u003cp>“Those on the streets who can cause more harm to others because of the speed or the heaviness of their vehicles or devices, bear greater responsibility,” White said. “To keep more vulnerable road users, whether that’s pedestrians, seniors, people with disabilities, safe in how they behave.”[aside postID=news_12050882 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250805_SPEED-CAMERAS-FOLO_-0003_GH-KQED.jpg']In a \u003ca href=\"https://www.calbike.org/e-bikes-on-the-agenda-for-california-legislature-in-2025/\">statement\u003c/a> posted to its website, the California Bicycle Coalition’s Jared Sanchez pointed to a greater need for “cleaning up the gray areas in e-bike classification.”\u003c/p>\n\u003cp>The coalition, also called CalBike, said it saw promise in a bill from state Sen. Catherine Blakespear (D-San Diego), SB 455, which did not survive the Senate Appropriations Committee back in May.\u003c/p>\n\u003cp>SB 455 would have strengthened existing e-bike regulations, as well as penalized manufacturers who sell high-speed motorized bikes to underage riders as e-bikes.\u003c/p>\n\u003cp>White echoed CalBike’s focus on the role that manufacturers play in street safety. He said that frequently, they don’t share enough information about what they’re actually selling to the public.\u003c/p>\n\u003cp>“We would love to see greater oversight of that at the state level,” White said. “To make sure that people understand what they are buying and understand the rules of the road related to those devices.”\u003c/p>\n\u003cp>The pedestrian safety advocacy group Walk SF this week released a statement that three-quarters of the 11 pedestrian fatalities so far in 2025 have been senior citizens. This followed the death of an 83-year-old hit on Aug. 2 in the city’s Ingleside neighborhood, Walk SF \u003ca href=\"https://walksf.org/news/for-reporters/press-releases/media-advisory-ocean-lee-pedestrian-death-2025/\">reported\u003c/a>.\u003c/p>\n\u003cp>In June, Walk SF spokesperson Marta Lindsey told KQED that the fact that most of the deaths have been senior citizens only points more to how traffic safety affects the city’s most vulnerable populations.\u003c/p>\n\u003cp>“What kind of city is San Francisco when our seniors are getting hit and killed?” Lindsey said. “Investing in the changes needed on our streets to make sure everyone of every age is actually safe is a win for everyone.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/carlysevern\">\u003cem>Carly Severn\u003c/em>\u003c/a> \u003cem> contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“He was half covered by his helmet,” Dangi said. “It was really bad.”\u003c/p>\n\u003cp>In its initial report, San Francisco Police stated that the person, identified as Matthias Mederer, 64, was riding an e-bike at the time of the crash, which also injured two people.\u003c/p>\n\u003cfigure id=\"attachment_12051548\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051548\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-05-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But in the days and weeks following, confusion arose: was it an e-bike, which doesn’t require a special license to operate — or something else?\u003c/p>\n\u003cp>Following multiple fatalities caused by electric devices in San Francisco, traffic safety advocates are pointing to a need for stronger regulation and classification for electric-powered or motorized modes of transportation.\u003c/p>\n\u003cp>The stakes, said Christopher White, executive director of the San Francisco Bike Coalition, can be life or death.\u003c/p>\n\u003cp>“We just want to make sure that the public has the information that is true and accurate,” White said. “That is what should be guiding policies that develop to keep people safer on the streets.”\u003c/p>\n\u003cp>In a subsequent statement to KQED on Aug. 8, SFPD again reiterated that the crash involved an e-bike.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>The San Francisco Bike Coalition, however, said that based on eyewitness accounts and videos \u003ca href=\"https://www.reddit.com/r/sanfrancisco/comments/1m7mqdq/ebike_barrels_into_pedestrian_at_fell_and/\">circulating\u003c/a> online, they believe Mederer was riding a more powerful, faster vehicle, most likely an e-moped, which requires a motorcycle license.\u003c/p>\n\u003cp>Dangi also told KQED that the vehicle in question appeared to be “a modified moped.”\u003c/p>\n\u003cp>“It was not a proper motorbike,” Dangi said. “It was modified with a big sound.”\u003c/p>\n\u003cp>Dangi added that the corner is often busy and that “people have to be very careful in this intersection.”\u003c/p>\n\u003cp>The tragedy unfolded against the backdrop of ongoing conversations among state legislators on the prevalence of e-bikes and motorized scooters, and a possible need for increased safety laws.\u003c/p>\n\u003cp>Under California law, the term “e-bike” can only apply to three classes of electric bicycles with pedals that are capped at 28 miles per hour.\u003c/p>\n\u003cp>White said they’re commonly confused and misreported as e-mopeds and e-motorbikes: vehicles that go way above that speed and require a motorcycle license.\u003c/p>\n\u003cp>“It can propagate narratives in the minds of the public that are not true about the safety or lack of safety of different devices,” White said.\u003c/p>\n\u003cp>White pointed to a fatal collision on Market and Sixth streets just days before the fatal accident on July 21 as a case study: an elderly pedestrian was \u003ca href=\"https://www.kqed.org/news/12049286/77-year-old-pedestrian-dies-in-sf-after-being-struck-by-an-electric-scooter\">struck by an electric scooter\u003c/a> on July 18 while he crossed the intersection, later succumbing to his injuries at a local hospital.\u003c/p>\n\u003cfigure id=\"attachment_12051547\" class=\"wp-caption aligncenter\" style=\"max-width: 2000px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-12051547\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg\" alt=\"\" width=\"2000\" height=\"1333\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED.jpg 2000w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2025/08/250808-MOPEDDEATH-03-KQED-1536x1024.jpg 1536w\" sizes=\"auto, (max-width: 2000px) 100vw, 2000px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A Muni bus waits at the intersection of Fell and Divisadero streets in San Francisco’s Panhandle neighborhood on Aug. 8, 2025. \u003ccite>(Beth LaBerge/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>When SFPD initially responded to the scene, it reported that the vehicle involved was a Lime e-scooter, but \u003ca href=\"https://sfbike.org/news/pedestrian-killed-at-intersection-of-market-and-6th-street/\">later\u003c/a> said it remained unclear what kind of scooter it was. Lime also confirmed that the rider was not on one of the company’s electric scooters.\u003c/p>\n\u003cp>The distinction is significant, White said, because electric scooters have their own classification and the California DMV mandates a 15 mph limit for motorized scooters.\u003c/p>\n\u003cp>But still, with reports on all sides unconfirmed, the gray area in how motorized devices are classified is starkly apparent.\u003c/p>\n\u003cp>White recommended that the city develop what he called a “hierarchy of road vulnerability,” or an awareness campaign about the kinds of vehicles on streets and what dangers they pose to pedestrians.\u003c/p>\n\u003cp>“Those on the streets who can cause more harm to others because of the speed or the heaviness of their vehicles or devices, bear greater responsibility,” White said. “To keep more vulnerable road users, whether that’s pedestrians, seniors, people with disabilities, safe in how they behave.”\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>In a \u003ca href=\"https://www.calbike.org/e-bikes-on-the-agenda-for-california-legislature-in-2025/\">statement\u003c/a> posted to its website, the California Bicycle Coalition’s Jared Sanchez pointed to a greater need for “cleaning up the gray areas in e-bike classification.”\u003c/p>\n\u003cp>The coalition, also called CalBike, said it saw promise in a bill from state Sen. Catherine Blakespear (D-San Diego), SB 455, which did not survive the Senate Appropriations Committee back in May.\u003c/p>\n\u003cp>SB 455 would have strengthened existing e-bike regulations, as well as penalized manufacturers who sell high-speed motorized bikes to underage riders as e-bikes.\u003c/p>\n\u003cp>White echoed CalBike’s focus on the role that manufacturers play in street safety. He said that frequently, they don’t share enough information about what they’re actually selling to the public.\u003c/p>\n\u003cp>“We would love to see greater oversight of that at the state level,” White said. “To make sure that people understand what they are buying and understand the rules of the road related to those devices.”\u003c/p>\n\u003cp>The pedestrian safety advocacy group Walk SF this week released a statement that three-quarters of the 11 pedestrian fatalities so far in 2025 have been senior citizens. This followed the death of an 83-year-old hit on Aug. 2 in the city’s Ingleside neighborhood, Walk SF \u003ca href=\"https://walksf.org/news/for-reporters/press-releases/media-advisory-ocean-lee-pedestrian-death-2025/\">reported\u003c/a>.\u003c/p>\n\u003cp>In June, Walk SF spokesperson Marta Lindsey told KQED that the fact that most of the deaths have been senior citizens only points more to how traffic safety affects the city’s most vulnerable populations.\u003c/p>\n\u003cp>“What kind of city is San Francisco when our seniors are getting hit and killed?” Lindsey said. “Investing in the changes needed on our streets to make sure everyone of every age is actually safe is a win for everyone.”\u003c/p>\n\u003cp>\u003cem>KQED’s \u003c/em>\u003ca href=\"https://www.kqed.org/author/carlysevern\">\u003cem>Carly Severn\u003c/em>\u003c/a> \u003cem> contributed to this report.\u003c/em>\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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"content": "\u003cp>\u003cb>Here are the morning’s top stories on Thursday, May 22, 2025…\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Governor Gavin Newsom \u003c/span>\u003ca href=\"https://www.kqed.org/news/12040286/how-california-cap-and-trade-works-and-how-newsom-wants-to-change-it\">\u003cspan style=\"font-weight: 400\">is proposing an extension \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">of the state’s landmark climate program known as cap-and-trade. The program limits greenhouse gas emissions and raises money from polluters. And the governor has some controversial ideas for how to spend that money. \u003c/span>\u003c/li>\n\u003cli>The US senate \u003ca href=\"https://apnews.com/article/senate-california-emissions-rules-594bc59eb383df4439e9322f67170a11\">is moving ahead\u003c/a> with plans to block California’s electric vehicle mandate. Late Wednesday night, Republicans sidestepped the filibuster and voted using a simple majority to clear a path to revoke California’s unique clean air rules.\u003c/li>\n\u003c/ul>\n\u003ch2 class=\"routes-Site-routes-Post-Title-__Title__title\">\u003ca href=\"https://www.kqed.org/news/12040286/how-california-cap-and-trade-works-and-how-newsom-wants-to-change-it\">\u003cstrong>How California Cap-And-Trade Works — And How Newsom Wants To Change It\u003c/strong>\u003c/a>\u003c/h2>\n\u003cp>Gov. Gavin Newsom’s proposal to reauthorize California’s \u003ca href=\"https://www.kqed.org/news/12036063/california-doubles-down-key-emissions-program-after-trump-calls-radical\">cap-and-trade\u003c/a> program has kicked off high-stakes negotiations over the state’s landmark climate initiative.\u003c/p>\n\u003cp>Cap-and-trade, which Newsom proposed renaming Cap-and-Invest last week, limits greenhouse gas emissions and raises billions of dollars annually through auctions where companies buy credits that allow them to pollute. But the system has come under fire, from both President Donald Trump — who targeted the program in \u003ca href=\"https://www.whitehouse.gov/presidential-actions/2025/04/protecting-american-energy-from-state-overreach/\">an executive order\u003c/a> last month — as well as progressives who argue it hasn’t been strict enough on oil and gas companies.\u003c/p>\n\u003cp>Extending cap-and-trade, which sunsets in 2030, raises key questions for state leaders: Should money raised from the program pay for environmentally-friendly projects or help Californians manage the \u003ca href=\"https://www.kqed.org/news/12023129/how-climate-change-complicating-california-democrats-affordability-agenda\">mounting costs\u003c/a> of climate change? Will key decisions about the emissions cap be made by state lawmakers, many of whom are just learning the intricacies of the program, or by unelected state regulators with deeper expertise?\u003c/p>\n\u003cp>Newsom is not advocating for any major alterations to the design of the program as he seeks to extend cap-and-trade to 2045. A Newsom spokesperson said he “is focused on the program’s stability in an increasingly uncertain world.” Newsom is seeking to change where cap-and-trade revenues are spent. The governor is proposing to set aside $1.5 billion — it could grow to $1.9 billion by the 2029–30 fiscal year — from the GGRF to pay for Cal Fire, which Newsom billed as a way to direct money paid by carbon polluters toward fighting fires made more powerful by climate change.\u003c/p>\n\u003ch2 class=\"Page-headline\">\u003ca href=\"https://apnews.com/article/senate-california-emissions-rules-594bc59eb383df4439e9322f67170a11\">\u003cstrong>Senate Clears Way To Block Clean Air Standards In California\u003c/strong>\u003c/a>\u003c/h2>\n\u003cp>Senate Republicans on Wednesday voted to establish a new precedent that will allow them to roll back \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/senate-california-electric-cars-emissions-newsom-b6b70e190aade5fe6c4f965fbeedd6ba\" data-gtm-enhancement-style=\"LinkEnhancementA\">vehicle emission standards in California\u003c/a>\u003c/span>, including a rule phasing out the sale of new gas-powered cars by 2035.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The winding series of Senate procedural votes that went late into the evening could have profound implications for California’s longstanding efforts to reduce air pollution. It also established a new, narrow exception to the Senate filibuster even as Republicans have insisted that they won’t try to change Senate rules.\u003c/p>\n\u003cp>At issue are the three California rules — phasing out gas-powered cars, cutting tailpipe emissions from medium- and heavy-duty vehicles and curbing smog-forming nitrogen oxide pollution from trucks. Republicans say the phase out of gas-powered cars, along with the other rules, is costly for consumers and manufacturers, puts pressure on the nation’s energy grid and has become a de facto nationwide electric vehicle mandate. Democrats charge that Republicans are acting at the behest of the oil and gas industry and say that California should be able to set its own standards after obtaining waivers from the Environmental Protection Agency.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Here are the morning’s top stories on Thursday, May 22, 2025…\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">Governor Gavin Newsom \u003c/span>\u003ca href=\"https://www.kqed.org/news/12040286/how-california-cap-and-trade-works-and-how-newsom-wants-to-change-it\">\u003cspan style=\"font-weight: 400\">is proposing an extension \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">of the state’s landmark climate program known as cap-and-trade. The program limits greenhouse gas emissions and raises money from polluters. And the governor has some controversial ideas for how to spend that money. \u003c/span>\u003c/li>\n\u003cli>The US senate \u003ca href=\"https://apnews.com/article/senate-california-emissions-rules-594bc59eb383df4439e9322f67170a11\">is moving ahead\u003c/a> with plans to block California’s electric vehicle mandate. Late Wednesday night, Republicans sidestepped the filibuster and voted using a simple majority to clear a path to revoke California’s unique clean air rules.\u003c/li>\n\u003c/ul>\n\u003ch2 class=\"routes-Site-routes-Post-Title-__Title__title\">\u003ca href=\"https://www.kqed.org/news/12040286/how-california-cap-and-trade-works-and-how-newsom-wants-to-change-it\">\u003cstrong>How California Cap-And-Trade Works — And How Newsom Wants To Change It\u003c/strong>\u003c/a>\u003c/h2>\n\u003cp>Gov. Gavin Newsom’s proposal to reauthorize California’s \u003ca href=\"https://www.kqed.org/news/12036063/california-doubles-down-key-emissions-program-after-trump-calls-radical\">cap-and-trade\u003c/a> program has kicked off high-stakes negotiations over the state’s landmark climate initiative.\u003c/p>\n\u003cp>Cap-and-trade, which Newsom proposed renaming Cap-and-Invest last week, limits greenhouse gas emissions and raises billions of dollars annually through auctions where companies buy credits that allow them to pollute. But the system has come under fire, from both President Donald Trump — who targeted the program in \u003ca href=\"https://www.whitehouse.gov/presidential-actions/2025/04/protecting-american-energy-from-state-overreach/\">an executive order\u003c/a> last month — as well as progressives who argue it hasn’t been strict enough on oil and gas companies.\u003c/p>\n\u003cp>Extending cap-and-trade, which sunsets in 2030, raises key questions for state leaders: Should money raised from the program pay for environmentally-friendly projects or help Californians manage the \u003ca href=\"https://www.kqed.org/news/12023129/how-climate-change-complicating-california-democrats-affordability-agenda\">mounting costs\u003c/a> of climate change? Will key decisions about the emissions cap be made by state lawmakers, many of whom are just learning the intricacies of the program, or by unelected state regulators with deeper expertise?\u003c/p>\n\u003cp>Newsom is not advocating for any major alterations to the design of the program as he seeks to extend cap-and-trade to 2045. A Newsom spokesperson said he “is focused on the program’s stability in an increasingly uncertain world.” Newsom is seeking to change where cap-and-trade revenues are spent. The governor is proposing to set aside $1.5 billion — it could grow to $1.9 billion by the 2029–30 fiscal year — from the GGRF to pay for Cal Fire, which Newsom billed as a way to direct money paid by carbon polluters toward fighting fires made more powerful by climate change.\u003c/p>\n\u003ch2 class=\"Page-headline\">\u003ca href=\"https://apnews.com/article/senate-california-emissions-rules-594bc59eb383df4439e9322f67170a11\">\u003cstrong>Senate Clears Way To Block Clean Air Standards In California\u003c/strong>\u003c/a>\u003c/h2>\n\u003cp>Senate Republicans on Wednesday voted to establish a new precedent that will allow them to roll back \u003cspan class=\"LinkEnhancement\">\u003ca class=\"Link AnClick-LinkEnhancement\" href=\"https://apnews.com/article/senate-california-electric-cars-emissions-newsom-b6b70e190aade5fe6c4f965fbeedd6ba\" data-gtm-enhancement-style=\"LinkEnhancementA\">vehicle emission standards in California\u003c/a>\u003c/span>, including a rule phasing out the sale of new gas-powered cars by 2035.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"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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"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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"marketplace": {
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"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",
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"mindshift": {
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"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>",
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"order": 12
},
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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
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"onourwatch": {
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"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
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"perspectives": {
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"planet-money": {
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"info": "The economy explained. Imagine you could call up a friend and say, Meet me at the bar and tell me what's going on with the economy. Now imagine that's actually a fun evening.",
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"title": "Political Breakdown",
"tagline": "Politics from a personal perspective",
"info": "Political Breakdown is a new series that explores the political intersection of California and the nation. Each week hosts Scott Shafer and Marisa Lagos are joined with a new special guest to unpack politics -- with personality — and offer an insider’s glimpse at how politics happens.",
"airtime": "THU 6:30pm-7pm",
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"possible": {
"id": "possible",
"title": "Possible",
"info": "Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.",
"airtime": "SUN 2pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.possible.fm/",
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"source": "Possible"
},
"link": "/radio/program/possible",
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},
"pri-the-world": {
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"title": "PRI's The World: Latest Edition",
"info": "Each weekday, host Marco Werman and his team of producers bring you the world's most interesting stories in an hour of radio that reminds us just how small our planet really is.",
"airtime": "MON-FRI 2pm-3pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-World-Podcast-Tile-360x360-1.jpg",
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},
"radiolab": {
"id": "radiolab",
"title": "Radiolab",
"info": "A two-time Peabody Award-winner, Radiolab is an investigation told through sounds and stories, and centered around one big idea. In the Radiolab world, information sounds like music and science and culture collide. Hosted by Jad Abumrad and Robert Krulwich, the show is designed for listeners who demand skepticism, but appreciate wonder. WNYC Studios is the producer of other leading podcasts including Freakonomics Radio, Death, Sex & Money, On the Media and many more.",
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},
"reveal": {
"id": "reveal",
"title": "Reveal",
"info": "Created by The Center for Investigative Reporting and PRX, Reveal is public radios first one-hour weekly radio show and podcast dedicated to investigative reporting. Credible, fact based and without a partisan agenda, Reveal combines the power and artistry of driveway moment storytelling with data-rich reporting on critically important issues. The result is stories that inform and inspire, arming our listeners with information to right injustices, hold the powerful accountable and improve lives.Reveal is hosted by Al Letson and showcases the award-winning work of CIR and newsrooms large and small across the nation. In a radio and podcast market crowded with choices, Reveal focuses on important and often surprising stories that illuminate the world for our listeners.",
"airtime": "SAT 4pm-5pm",
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"officialWebsiteLink": "https://www.revealnews.org/episodes/",
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},
"link": "/radio/program/reveal",
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"rss": "http://feeds.revealradio.org/revealpodcast"
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