San Francisco Approves Plan to Add Hundreds of EV Chargers at City Facilities
SF to Consider New EV Charging Safety Rules as Lithium-Ion Batteries Pose Risk
SF's 1st Curbside EV Charging Stations to Debut in These Neighborhoods
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
Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals?
How to Take a Road Trip With an EV (Without the Range Anxiety)
Affordable Options Available To Rent Or Buy Electric Vehicles
Oakland Schools Ditch Diesel With New All-Electric School Bus Fleet
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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>\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>\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": "\u003cp>\u003ca href=\"https://www.kqed.org/news/tag/san-francisco\">San Francisco\u003c/a>’s push to expand electric vehicle infrastructure marks an early but critical step in the city’s ambitious plans to meet its climate goals, according to an adviser of Mayor \u003ca href=\"https://www.kqed.org/news/tag/london-breed\">London Breed\u003c/a>.\u003c/p>\n\u003cp>This week, Breed announced two neighborhoods, Dogpatch and Duboce Triangle, that will soon be the first to see curbside \u003ca href=\"https://www.kqed.org/news/12001906/more-bart-stations-could-soon-get-ev-chargers-thanks-to-federal-funding\">electric vehicle charging stations\u003c/a>. But Breed, who leaves office next week, won’t be there to oversee future phases.\u003c/p>\n\u003cp>“It’s inherent that whoever is leading MTA next — and as we prepare for our incoming mayor — we know for a fact that these climate and environmental values don’t change,” Joseph Sweiss, Breed’s climate adviser, told KQED. “Because we’re all San Franciscan.”\u003c/p>\n\u003cp>The charging stations are a key feature of the city’s curbside EV charging pilot program, a collaboration between the San Francisco Municipal Transportation Agency, Public Works and the SF Public Utilities Commission designed to expand accessibility to electric vehicle charging.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“This pilot exemplifies the City’s efforts to reduce carbon emissions from the transportation sector and meet our climate goals,” said \u003ca href=\"https://www.kqed.org/news/12018056/san-francisco-public-transit-boss-jeffrey-tumlin-to-resign\">Jeff Tumlin, the now-former SFMTA director\u003c/a> of transportation, in a Dec. 30 statement.\u003c/p>\n\u003cp>Tumlin, who resigned last year after serving five years in the role, will be succeeded by a new appointee selected by Mayor-elect Daniel Lurie.\u003c/p>\n\u003cp>Breed’s office also selected three companies — Urban EV, it’s electric and Voltpost — that will move forward with proposals to bring the curbside EV charging stations to residents.\u003c/p>\n\u003cp>[aside postID=news_12016475 hero='https://cdn.kqed.org/wp-content/uploads/sites/10/2024/12/IMG_8102-1020x765.jpeg']\u003c/p>\n\u003cp>“As a local company, we are deeply committed to advancing sustainable transportation and addressing the unique challenges of urban electrification,” Urban EV founder Alex Grant said in a statement. “By innovating alongside the City and its residents, we aim to create solutions that not only serve today’s needs but also pave the way for a cleaner, more connected future for San Francisco.”\u003c/p>\n\u003cp>In addition to the permitting process beginning for stations in the Dogpatch and Duboce Triangle neighborhoods, Breed’s office said the expansion to other neighborhoods could be expected “in the coming weeks.”\u003c/p>\n\u003cp>“It’s not going to be perfect,” Sweiss said, “but this is a bold new approach to embrace technology and work with communities to find what works best.”\u003c/p>\n\u003cp>The city, which is looking to reach net-zero emissions in 2040, is trying to install a select number of chargers in the coming months for up to two years or until it has completed the city’s implementation effort.\u003c/p>\n\u003cp>Sweiss said the city would experiment with placing the stations in several neighborhoods, taking feedback from residents and proceeding from there.\u003c/p>\n\u003cp>\u003c/p>\n",
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"excerpt": "San Francisco launches a curbside EV charging pilot, starting in Dogpatch and Duboce Triangle, as part of its push for accessible, sustainable transportation solutions.",
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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>’s push to expand electric vehicle infrastructure marks an early but critical step in the city’s ambitious plans to meet its climate goals, according to an adviser of Mayor \u003ca href=\"https://www.kqed.org/news/tag/london-breed\">London Breed\u003c/a>.\u003c/p>\n\u003cp>This week, Breed announced two neighborhoods, Dogpatch and Duboce Triangle, that will soon be the first to see curbside \u003ca href=\"https://www.kqed.org/news/12001906/more-bart-stations-could-soon-get-ev-chargers-thanks-to-federal-funding\">electric vehicle charging stations\u003c/a>. But Breed, who leaves office next week, won’t be there to oversee future phases.\u003c/p>\n\u003cp>“It’s inherent that whoever is leading MTA next — and as we prepare for our incoming mayor — we know for a fact that these climate and environmental values don’t change,” Joseph Sweiss, Breed’s climate adviser, told KQED. “Because we’re all San Franciscan.”\u003c/p>\n\u003cp>The charging stations are a key feature of the city’s curbside EV charging pilot program, a collaboration between the San Francisco Municipal Transportation Agency, Public Works and the SF Public Utilities Commission designed to expand accessibility to electric vehicle charging.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“This pilot exemplifies the City’s efforts to reduce carbon emissions from the transportation sector and meet our climate goals,” said \u003ca href=\"https://www.kqed.org/news/12018056/san-francisco-public-transit-boss-jeffrey-tumlin-to-resign\">Jeff Tumlin, the now-former SFMTA director\u003c/a> of transportation, in a Dec. 30 statement.\u003c/p>\n\u003cp>Tumlin, who resigned last year after serving five years in the role, will be succeeded by a new appointee selected by Mayor-elect Daniel Lurie.\u003c/p>\n\u003cp>Breed’s office also selected three companies — Urban EV, it’s electric and Voltpost — that will move forward with proposals to bring the curbside EV charging stations to residents.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>“As a local company, we are deeply committed to advancing sustainable transportation and addressing the unique challenges of urban electrification,” Urban EV founder Alex Grant said in a statement. “By innovating alongside the City and its residents, we aim to create solutions that not only serve today’s needs but also pave the way for a cleaner, more connected future for San Francisco.”\u003c/p>\n\u003cp>In addition to the permitting process beginning for stations in the Dogpatch and Duboce Triangle neighborhoods, Breed’s office said the expansion to other neighborhoods could be expected “in the coming weeks.”\u003c/p>\n\u003cp>“It’s not going to be perfect,” Sweiss said, “but this is a bold new approach to embrace technology and work with communities to find what works best.”\u003c/p>\n\u003cp>The city, which is looking to reach net-zero emissions in 2040, is trying to install a select number of chargers in the coming months for up to two years or until it has completed the city’s implementation effort.\u003c/p>\n\u003cp>Sweiss said the city would experiment with placing the stations in several neighborhoods, taking feedback from residents and proceeding from there.\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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"title": "California's Embrace of Zero-Emission Vehicles Could Hit a Wall With the New Trump Presidency | KQED",
"description": "Under Governor Gavin Newsom, California has taken on an environmental policy that aims to reduce its carbon footprint, and that relies heavily on zero-emission vehicles (ZEVs). California already has nearly 2 million electric vehicles cruising its roadways, and the state has drawn out plans for commercial truckers to switch their heavy duty vehicles to ZEVs, in an effort to further cut pollution. But California's pathway to going green may face its biggest obstacle in the coming Trump Administration. The President-Elect has vowed to cut federal tax breaks for ZEV purchases, and de-regulate federal environmental policies. While Governor Newsom says he plans",
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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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"excerpt": "If President-elect Donald Trump cuts the federal tax credit for zero-emission vehicles, Gov. Gavin Newsom said he plans to resurrect California’s Clean Vehicle Rebate Program.",
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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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"title": "California Air Regulators Approve Changes to Climate Program That Could Raise Gas Prices",
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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>\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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"slug": "california-needs-a-million-ev-charging-stations-but-thats-unlikely-and-unrealistic",
"title": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals?",
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"headTitle": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals? | KQED",
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"content": "\u003cp>California will have to build public charging stations at an unprecedented — and some experts say unrealistic — pace to meet the needs of the 7 million electric cars expected on its roads in less than seven years.\u003c/p>\n\u003cp>The sheer scale of the build-out has alarmed many experts and lawmakers, who fear that the state won’t be prepared as Californians purchase more electric cars.\u003c/p>\n\u003cp>A million public chargers are needed in California by the end of 2030, according to the \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">state’s projections\u003c/a> — almost 10 times more than the \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/electric\">number available to drivers\u003c/a> in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then, the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>A robust network of public chargers — akin to the state’s more than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/california-retail-fuel-outlet-annual-reporting\">8,000 gas stations\u003c/a> — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years.\u003c/p>\n\u003cp>“It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration but unrealistic,” said Stanford professor Bruce Cain, who coauthored a \u003ca href=\"https://siepr.stanford.edu/publications/policy-brief/overcoming-roadblocks-californias-public-ev-charging-infrastructure\">policy briefing\u003c/a> detailing California’s electric vehicle charging problems. “This is a wakeup call that we address potential institutional and policy obstacles more seriously before we commit blindly.”\u003c/p>\n\u003cp>Under California’s landmark \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/#:~:text=This%20regulation%20will%20essentially%20end,and%20100%25%20for%202035%20models.\">electric car mandate\u003c/a>, a pillar of Gov. Gavin Newsom’s \u003ca href=\"https://calmatters.org/environment/2020/09/california-ban-gasoline-powered-cars-in-2035/\">climate change agenda\u003c/a>, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% by 2035, when 15 million electric cars are expected in California.\u003c/p>\n\u003cp>“We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/256707?t=787&f=9187f5030274d8f03a4f6e590a116f76\">who introduced\u003c/a> a package of unsuccessful bills last year aimed at expanding access to car chargers.\u003c/p>\n\u003cp>“We are way behind where we need to be,” Gabriel told CalMatters.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://graphic-ev-chargers.netlify.app/?initialWidth=780&childId=pym_0&parentTitle=CA%20needs%20a%20million%20EV%20chargers%20but%20experts%20say%20that%E2%80%99s%20unlikely%20-%20CalMatters&parentUrl=https%3A%2F%2Fcalmatters.org%2Fenvironment%2Fclimate-change%2F2024%2F07%2Fcalifornia-electric-car-chargers-unrealistic-goals%2F\" width=\"800\" height=\"550\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Big obstacles stand in the way of amping up the pace of new charging stations in public places. California will need billions of dollars in state, federal and private investments, streamlined city and county permitting processes, \u003ca href=\"https://calmatters.org/environment/2023/01/california-electric-cars-grid/?series=california-electric-vehicles\">major power grid upgrades\u003c/a> and accelerated efforts by utilities to connect chargers to the grid.\u003c/p>\n\u003cp>State officials are also tasked with ensuring that charging stations are available statewide, in \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">rural and less-affluent areas\u003c/a> where private companies are reluctant to invest, and that they are reliable and functioning whenever drivers pull up.\u003c/p>\n\u003cp>In Pacific Gas & Electric’s vast service area, home to 40% of all Californians, electric car purchases are moving twice as fast as the build-out of charging stations, said Lydia Krefta, the utility’s director of clean energy transportation. Californians now own \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/light\">more than 1.5 million\u003c/a> battery-powered cars.\u003c/p>\n\u003cp>Patty Monahan, who’s on the Energy Commission, the state agency responsible for funding and guiding the ramp-up, told CalMatters that she is confident that California can build the chargers its residents need in time.\u003c/p>\n\u003cp>The agency’s estimate of the current chargers is likely an undercount, she said. In addition, fast-charging stations could play a bigger role than initially projected, meaning hundreds of thousands of fewer chargers might be needed. Also, as the ranges and charging speeds on cars improve, there may be less demand for public chargers.\u003c/p>\n\u003cp>“California has a history of defying the odds,” Monahan said. “We have a history of advancing clean cars, clean energy, writ-large. We have naysayers left and right saying you can’t do it, and then we do it.”\u003c/p>\n\u003ch2>Barriers to private investments: an uncertain market\u003c/h2>\n\u003cp>On a September day last year, Monahan spoke behind a podium in the parking lot of a Bay Area grocery store. A row of newly constructed car chargers rose behind her.\u003c/p>\n\u003cp>“Let’s celebrate for a moment,” she said.\u003c/p>\n\u003cp>California had met its goal of 10,000 fast electric chargers statewide — two years ahead of the \u003ca href=\"https://archive.gov.ca.gov/archive/gov39/2018/01/26/governor-brown-takes-action-to-increase-zero-emission-vehicles-fund-new-climate-investments/index.html\">target\u003c/a> set in 2018.\u003c/p>\n\u003cfigure id=\"attachment_11995800\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995800\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">California Energy Commissioner Patty Monahan speaks during the launch of an EVgo fast charging station in Union City on Sept. 25, 2023. \u003ccite>(Loren Elliott for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fast chargers, like the new ones at the grocery store, are increasingly seen as critical to meeting the needs of drivers. They can \u003ca href=\"https://www.transportation.gov/urban-e-mobility-toolkit/e-mobility-basics/charging-speeds\">power a car to 80%\u003c/a> in 20 minutes to an hour, while the typical charger in use today, a slower Level 2, takes from four to 10 hours.\u003c/p>\n\u003cp>But installing and operating fast chargers is an expensive business — one that doesn’t easily turn a profit.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=46\">Nationwide, each fast charger (PDF)\u003c/a> can cost up to $117,000, according to a 2023 study. And in California, it could be even more — between $122,000 and $440,000 each, according to \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2213624X23000238\">a separate study\u003c/a>, although the Energy Commission said the range was $110,000 to $125,000 for \u003ca href=\"https://calevip.org/\">one of its programs\u003c/a>.\u003c/p>\n\u003cp>Most of America’s publicly traded charger companies have been forced to seek more financing, lay off workers and slow their network build-outs, analysts said. \u003ca href=\"https://www.google.com/finance/quote/EVGO:NASDAQ?window=MAX\">EVgo\u003c/a>, for instance, has seen its share price crater, as has \u003ca href=\"https://www.google.com/finance/quote/CHPT:NYSE?window=MAX\">ChargePoint\u003c/a>, which specializes in selling the slower Level 2 hardware.\u003c/p>\n\u003cp>California stands apart from other states — it has by far the most chargers and electric car sales and more incentives and policies encouraging them.\u003c/p>\n\u003cp>Tesla, America’s top-selling electric car manufacturer, dominates fast-charging in both California and the U.S. — but the company didn’t get into the business to sell charges to drivers; it got into the charger business to sell its electric cars. Initially Tesla Superchargers were exclusive to its drivers, but \u003ca href=\"https://www.tesla.com/support/supercharging-other-evs#charge-if-not-tesla-vehicle\">starting this year\u003c/a> other EV drivers can use them after Tesla \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2023/05/25/ford-ev-customers-to-gain-access-to-12-000-tesla-superchargers--.html\">provided ports to Ford\u003c/a> and other automakers.\u003c/p>\n\u003cp>Tesla’s manufacturing prowess, supply chain dominance and decade-plus of experience with fast chargers have given it an edge over competitors — a coterie of unprofitable, publicly traded startups, as well as private companies that often benefit from public subsidies, according to analysts.\u003c/p>\n\u003cp>“All the automakers joined forces with their biggest competitor,” said Loren McDonald, chief executive of the consulting firm EVAdoption. “If that doesn’t tell you how bad fast-charging networks and infrastructure were, I don’t know what else does.”\u003c/p>\n\u003cfigure id=\"attachment_11995801\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995801\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Tesla vehicles charge at a Supercharger lot in Kettleman City on June 23, 2024. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11995832\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995832\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: An EVgo fast charger at El Mercado Plaza Shopping Center in Union City. Right: A Hyundai Ioniq 6 charges at an Electrify America station in Oakland. \u003ccite>(Loren Elliott and Camille Cohen for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, Tesla is showing \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">uncertainty about the future of its charging business\u003c/a> amid slumping car sales and \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">eliminating nearly its entire\u003c/a> 500-member Supercharger team in April. Then chief executive Elon Musk said in May that he would \u003ca href=\"https://x.com/elonmusk/status/1788834859110002716?lang=en\">spend $500 million\u003c/a> to expand the network and \u003ca href=\"https://www.bloomberg.com/news/articles/2024-05-13/tesla-rehires-some-supercharger-workers-weeks-after-musk-s-culling?accessToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJzb3VyY2UiOiJTdWJzY3JpYmVyR2lmdGVkQXJ0aWNsZSIsImlhdCI6MTcxNTYyMjU0MiwiZXhwIjoxNzE2MjI3MzQyLCJhcnRpY2xlSWQiOiJTREVRQjJUMEFGQjQwMCIsImJjb25uZWN0SWQiOiIzNDVFQTA0MjNBMUQ0NTI2QjY1QkNBNUZDRUJGQThGNiJ9.2RNvF37kKk0-xvIIdZ-YnoQY2ND7fdX3l67QJ5XqjBk\">hired back\u003c/a> some fired workers.\u003c/p>\n\u003cp>In California, Electrify America, a privately held company, was created by Volkswagen as a settlement for \u003ca href=\"https://ww2.arb.ca.gov/news/california-receive-153m-final-settlement-volkswagen\">cheating on emissions tests\u003c/a> for its gas-powered cars. The company is spending $800 million on California chargers, building a robust network of 260 stations, with more than half in lower-income communities, including \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">the state’s worst charging desert\u003c/a>, Imperial County.\u003c/p>\n\u003cp>The problem is Electrify America was ranked dead last in a \u003ca href=\"https://www.jdpower.com/business/press-releases/2023-us-electric-vehicle-experience-evx-public-charging-study\">consumer survey\u003c/a> last year, and reliability problems and customer complaints have plagued its chargers. The California Air Resources Board in January \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/books/2024/012524/prores24-2.pdf#page=5\">directed Electrify America (PDF)\u003c/a> to “strive to achieve charger reliability consistent with the state of the industry.” A company spokesperson said the dissatisfaction showed “an industry in its growth trajectory.” There are signs of improvement, based on \u003ca href=\"https://www.jdpower.com/business/resources/are-recent-improvements-public-ev-charging-infrastructure-enough-reverse\">consumer data from the first three months\u003c/a> of this year.\u003c/p>\n\u003cp>Startups continue to jump into the charging business, with the number of companies offering fast chargers growing from 14 in 2020 to 41 in 2024, EVAdoption said. Seven carmakers formed a \u003ca href=\"https://www.nytimes.com/2023/07/26/business/energy-environment/electric-vehicles-fast-chargers-automakers.html\">$1 billion venture\u003c/a> to build a 30,000-charger network in North America. And \u003ca href=\"https://www.eenews.net/articles/big-winner-in-bidens-ev-charging-revolution-gas-stations/\">gas stations\u003c/a> such as Circle K offer more charging because electric car customers spend more time shopping while waiting for their rides to juice up.\u003c/p>\n\u003cp>But the realization that charging is a costly business has set in on Wall Street, and that doesn’t seem likely to change anytime soon. “Can public EV fast-charging stations be profitable in the United States?” the \u003ca href=\"https://www.mckinsey.com/features/mckinsey-center-for-future-mobility/our-insights/can-public-ev-fast-charging-stations-be-profitable-in-the-united-states\">consultancy McKinsey & Company asked\u003c/a>.\u003c/p>\n\u003cp>“The fervor, the excitement from the investor base, has definitely dwindled quite a bit, given the prospects that EV adoption in the U.S. is going to be slower, revenue growth is really slower, the path to profitability is going to be slower, and they might need more capital than everyone originally expected,” said Christopher Dendrinos, a financial analyst who covers electric car charging companies for the investment bank RBC Capital Markets.\u003c/p>\n\u003cp>The stakes are high for California when it comes to encouraging investments in expensive fast chargers: If 63,000 additional ones were built, California might need 402,000 fewer slower Level 2 chargers in 2030, according to an alternative \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=18\">forecast (PDF)\u003c/a> by the Energy Commission.\u003c/p>\n\u003ch2 class=\"wp-block-heading\">Billions of public dollars: Will it be enough?\u003c/h2>\n\u003cp>Nationwide, $53 billion to $127 billion in private investments and public funding is needed by 2030 to build chargers for about 33 million electric cars, \u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=7\">according to a federal estimate (PDF)\u003c/a>. Of that, about half would be for public chargers.\u003c/p>\n\u003cp>Congress and the Biden administration have set aside $5 billion for a national network of fast chargers. So far, only 33 of the eight locations have been built, but more than 14,000 others are in the works, according to the Federal Highway Administration. California’s share of the federal money totals $384 million; about 500 fast chargers will be built with an initial $40.5 million, Energy Commission spokesperson Lindsay Buckley said.\u003c/p>\n\u003cp>In addition, the state has spent $584 million to build more than \u003ca href=\"https://calmatters.org/wp-content/uploads/2024/07/Clean-Transportation-Program-Plan.pdf#page=27\">33,000 electric car chargers (PDF)\u003c/a> through its Clean Transportation Program, funded by fees drivers pay when they register cars. The Legislature \u003ca href=\"https://calmatters.org/environment/2023/09/hydrogen-cars-california-funding-legislature/\">extended that program\u003c/a> for an additional decade last year.\u003c/p>\n\u003cp>Newsom has committed to spending $1 billion through 2028 on chargers with his “\u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2022/09/Fact-Sheet-California-Climate-Commitment.pdf\">California Climate Commitment (PDF)\u003c/a>,” Buckley said. But this year, Newsom and the Legislature trimmed $167 million from the charger budget as the state faces a record deficit. A lobbyist for the Electric Vehicle Charging Association said, “The state pullback sends a very challenging message” to the industry.\u003c/p>\n\u003cp>California’s commitment to charger funding is “solid,” despite the cuts, Buckley said. They have not yet estimated the total investment needed in California to meet the targets.\u003c/p>\n\u003cp>However, Ted Lamm, a UC Berkeley Law researcher who studies electric car infrastructure, said the magnitude of building what California needs in coming years likely dwarfs the public funding available.\u003c/p>\n\u003cp>State and federal programs will “only fund a fraction,” and the state needs to spend that money on lower-income communities, he said.\u003c/p>\n\u003cp>Another possible funding source is California’s \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard\">Low Carbon Fuel Standard, which is expected to be revised in November\u003c/a>. The program requires carbon-intensive fuel companies to pay for cleaner-burning transportation. Utilities get credits and use that money to pay for chargers, rebates to car buyers and grid improvements, said Laura Renger, executive director of the California Electric Transportation Coalition, which represents utilities.\u003c/p>\n\u003cp>“I think with that, we would have enough money,” Renger said. She said the program’s overhaul could help utilities invest “billions” in chargers and other electric car programs over the next two decades.\u003c/p>\n\u003ch2>Backlogged local permits and grid delays\u003c/h2>\n\u003cp>One of the biggest barriers to more chargers isn’t money. It’s that cities and counties are slow to approve plans for the vast number of stations needed.\u003c/p>\n\u003cp>State officials only have so much political power to compel local jurisdictions to do what they want — a reality made \u003ca href=\"https://calmatters.org/housing/2024/01/california-zoning/\">abundantly clear\u003c/a> by the \u003ca href=\"https://calmatters.org/tag/housing-crisis/\">housing crisis\u003c/a>, for instance. California relies on grants and persuasion to accomplish its goals, and the slow build-out of chargers shows how those strategies can fall short, said Stanford’s Cain.\u003c/p>\n\u003cp>“The locals cannot be compelled by regulatory agencies to make land and resources available for what the state wants to achieve,” Cain said.\u003c/p>\n\u003cp>The same obstacles have marked the state’s broader effort to electrify California and switch to clean energy. Local opposition and environmental reviews sometimes hold up \u003ca href=\"https://calmatters.org/environment/2022/08/renewable-energy-california-counties/\">large solar projects\u003c/a> and \u003ca href=\"https://calmatters.org/politics/2024/07/ceqa-california-energy-grid-state-parks/\">transmission projects\u003c/a> for years.\u003c/p>\n\u003cp>California has created a “culture of regulation that emphasizes the need to be extra careful and extra perfect, but this takes an incredible amount of time,” Steve Bohlen, senior director of government affairs at Lawrence Livermore National Laboratory, said last month at the \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/258152?t=2513&f=37ff81eefb4f72eb25bbcb88ea60fd30\">inaugural hearing of the state Assembly’s Select Committee on Permitting Reform\u003c/a>.\u003c/p>\n\u003cp>“We’re moving into a period of rapid change, and so perfect can’t be the enemy of the good.”\u003c/p>\n\u003cfigure id=\"attachment_11995836\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: Workers install a transformer to power electric car chargers in Calexico. Right: A row of new public chargers there. \u003ccite>(Adriana Heldiz/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Chargers aren’t as complicated as large-scale solar or \u003ca href=\"https://calmatters.org/environment/2023/10/california-offshore-wind-humboldt/\">offshore wind projects\u003c/a>. However, most chargers installed in public spaces need a land-use or encroachment permit, among other approvals.\u003cstrong> \u003c/strong>California has \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/permitting-electric-vehicle-charging-stations-best-practices/\">passed laws\u003c/a> requiring local jurisdictions to streamline permits for chargers. What’s more, the Governor’s Office of Business Development now grades cities and counties using a \u003ca href=\"https://business.ca.gov/wp-content/uploads/2020/01/Permitting-Electric-Vehicle-Charging-Stations-Scorecard.pdf\">scorecard (PDF)\u003c/a> and \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/\">maintains a map\u003c/a> displaying who has or hasn’t made life easier for car charger builders. But these strategies only go so far.\u003c/p>\n\u003cp>“It doesn’t matter how many requirements you put on [local governments],” Lamm said. “If they just don’t have the time in the day to do it … it’s going to sit in the backlog because that’s how it works.”\u003c/p>\n\u003cp>The delays have consequences. Getting a station permitted in California, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">takes 26% longer (PDF)\u003c/a> than the national average, Electrify America reported. Designing and constructing a station in California can cost, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">37% more (PDF)\u003c/a> than in other states because of delays in permitting and grid connections. A utility, on average, takes 17 weeks after work is completed to connect chargers to the grid, Electric America said.\u003c/p>\n\u003cp>Powering large charging projects often requires grid upgrades, which can take a year or more for approval, said Chanel Parson, a director at Southern California Edison. Supply chain issues also make getting the right equipment a challenge.\u003c/p>\n\u003cp>Edison, which has a 10-year plan to meet expected demand, has asked the utilities commission for approval to upgrade the grid where it anticipates high charging demand.\u003c/p>\n\u003cp>“Every EV charging infrastructure project is a major construction project,” Parson said. “There are a number of variables that influence how long it takes to complete the project.”\u003c/p>\n\u003ch2>Impatient with broken chargers, bad service\u003c/h2>\n\u003cp>Inspired to help the nation reduce its dependence on fossil fuels, Zach Schiff-Abrams of Los Angeles bought a Genesis GV60. As a renter, he has relied on public charging, primarily using Electrify America stations — and that’s been his biggest problem about owning an electric car.\u003c/p>\n\u003cp>Charging speeds have been inconsistent, he said, with half-hour sessions providing only a 15% to 30% charge, and he often encounters broken chargers.\u003c/p>\n\u003cp>“I believe in electrical, so I’m really actually trying to be a responsible consumer,” Schiff-Abrams said. “I want to report them when they’re down, but the customer service is horrible.”\u003c/p>\n\u003cfigure id=\"attachment_11995802\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995802\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Electric vehicles line up at a busy Electrify America charging station in Kettleman City, Kings County. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For years, the reliability of charging networks has been a well-documented problem. Only \u003ca href=\"https://papers.ssrn.com/sol3/papers.cfm?abstract_id=4077554\">73% of fast chargers in the San Francisco Bay Area were functional\u003c/a> in a 2022 study. The growth of the EV market has put increasing strain on public charging stations, \u003ca href=\"https://www.jdpower.com/business/press-releases/2022-us-electric-vehicle-experience-evx-public-charging-study\">a consumer survey found\u003c/a>.\u003c/p>\n\u003cp>In \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=31\">January (PDF)\u003c/a>, the California Air Resources Board approved a final $200 million spending plan for Electrify America — but not before board chair Liane Randolph scolded its CEO.\u003c/p>\n\u003cp>Randolph — arguably one of America’s top climate regulators — told CEO Robert Barrosa about an exchange she had with his company’s customer service line after finding a broken charger at a station along Interstate 5.\u003c/p>\n\u003cp>“It didn’t work,” Randolph said during the board meeting. “Called the customer service line, waited like 10-ish minutes. … [The charger] was showing operable on the app and the guy goes, ‘Oh, my data is showing me that it has not had a successful charge in three days.’”\u003c/p>\n\u003cp>“These issues are not easy,” Barrosa responded. “Our head is not in the sand,” he \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=45\">told board members (PDF)\u003c/a> earlier. “We are listening to customers.”\u003c/p>\n\u003cp>But Randolph, addressing journalists at a \u003ca href=\"https://www.sej.org/initiatives/coverage-sejs-33rd-annual-conference#mini-workshop8-04062024\">conference in Philadelphia\u003c/a>, pushed back against the idea that because the transition to electric vehicles is happening gradually that, it’s a failure. Many people will rely on charging at home or work, and batteries are becoming more efficient.\u003c/p>\n\u003cp>“The infrastructure is continuing to be rolled out at a rapid pace,” Randolph said. “It doesn’t all have to be perfect instantly. It’s a process. And it’s a process that’s continuing to move.”\u003c/p>\n\u003cp>\u003cem>Data journalists Erica Yee and Arfa Momin contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n",
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"excerpt": "Public chargers must be built at an unprecedented pace to meet the target in less than seven years and then doubled to 2 million in 2035. The high cost is just one obstacle.",
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"title": "Can California Build a Million EV Charging Stations to Meet Its Clean Energy Goals? | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>California will have to build public charging stations at an unprecedented — and some experts say unrealistic — pace to meet the needs of the 7 million electric cars expected on its roads in less than seven years.\u003c/p>\n\u003cp>The sheer scale of the build-out has alarmed many experts and lawmakers, who fear that the state won’t be prepared as Californians purchase more electric cars.\u003c/p>\n\u003cp>A million public chargers are needed in California by the end of 2030, according to the \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">state’s projections\u003c/a> — almost 10 times more than the \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/electric\">number available to drivers\u003c/a> in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then, the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>A robust network of public chargers — akin to the state’s more than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/california-retail-fuel-outlet-annual-reporting\">8,000 gas stations\u003c/a> — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years.\u003c/p>\n\u003cp>“It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration but unrealistic,” said Stanford professor Bruce Cain, who coauthored a \u003ca href=\"https://siepr.stanford.edu/publications/policy-brief/overcoming-roadblocks-californias-public-ev-charging-infrastructure\">policy briefing\u003c/a> detailing California’s electric vehicle charging problems. “This is a wakeup call that we address potential institutional and policy obstacles more seriously before we commit blindly.”\u003c/p>\n\u003cp>Under California’s landmark \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/#:~:text=This%20regulation%20will%20essentially%20end,and%20100%25%20for%202035%20models.\">electric car mandate\u003c/a>, a pillar of Gov. Gavin Newsom’s \u003ca href=\"https://calmatters.org/environment/2020/09/california-ban-gasoline-powered-cars-in-2035/\">climate change agenda\u003c/a>, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% by 2035, when 15 million electric cars are expected in California.\u003c/p>\n\u003cp>“We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/256707?t=787&f=9187f5030274d8f03a4f6e590a116f76\">who introduced\u003c/a> a package of unsuccessful bills last year aimed at expanding access to car chargers.\u003c/p>\n\u003cp>“We are way behind where we need to be,” Gabriel told CalMatters.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://graphic-ev-chargers.netlify.app/?initialWidth=780&childId=pym_0&parentTitle=CA%20needs%20a%20million%20EV%20chargers%20but%20experts%20say%20that%E2%80%99s%20unlikely%20-%20CalMatters&parentUrl=https%3A%2F%2Fcalmatters.org%2Fenvironment%2Fclimate-change%2F2024%2F07%2Fcalifornia-electric-car-chargers-unrealistic-goals%2F\" width=\"800\" height=\"550\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Big obstacles stand in the way of amping up the pace of new charging stations in public places. California will need billions of dollars in state, federal and private investments, streamlined city and county permitting processes, \u003ca href=\"https://calmatters.org/environment/2023/01/california-electric-cars-grid/?series=california-electric-vehicles\">major power grid upgrades\u003c/a> and accelerated efforts by utilities to connect chargers to the grid.\u003c/p>\n\u003cp>State officials are also tasked with ensuring that charging stations are available statewide, in \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">rural and less-affluent areas\u003c/a> where private companies are reluctant to invest, and that they are reliable and functioning whenever drivers pull up.\u003c/p>\n\u003cp>In Pacific Gas & Electric’s vast service area, home to 40% of all Californians, electric car purchases are moving twice as fast as the build-out of charging stations, said Lydia Krefta, the utility’s director of clean energy transportation. Californians now own \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics-collection/light\">more than 1.5 million\u003c/a> battery-powered cars.\u003c/p>\n\u003cp>Patty Monahan, who’s on the Energy Commission, the state agency responsible for funding and guiding the ramp-up, told CalMatters that she is confident that California can build the chargers its residents need in time.\u003c/p>\n\u003cp>The agency’s estimate of the current chargers is likely an undercount, she said. In addition, fast-charging stations could play a bigger role than initially projected, meaning hundreds of thousands of fewer chargers might be needed. Also, as the ranges and charging speeds on cars improve, there may be less demand for public chargers.\u003c/p>\n\u003cp>“California has a history of defying the odds,” Monahan said. “We have a history of advancing clean cars, clean energy, writ-large. We have naysayers left and right saying you can’t do it, and then we do it.”\u003c/p>\n\u003ch2>Barriers to private investments: an uncertain market\u003c/h2>\n\u003cp>On a September day last year, Monahan spoke behind a podium in the parking lot of a Bay Area grocery store. A row of newly constructed car chargers rose behind her.\u003c/p>\n\u003cp>“Let’s celebrate for a moment,” she said.\u003c/p>\n\u003cp>California had met its goal of 10,000 fast electric chargers statewide — two years ahead of the \u003ca href=\"https://archive.gov.ca.gov/archive/gov39/2018/01/26/governor-brown-takes-action-to-increase-zero-emission-vehicles-fund-new-climate-investments/index.html\">target\u003c/a> set in 2018.\u003c/p>\n\u003cfigure id=\"attachment_11995800\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995800\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/092523_EV-Fast-Charging-Event_LE_CM_10-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">California Energy Commissioner Patty Monahan speaks during the launch of an EVgo fast charging station in Union City on Sept. 25, 2023. \u003ccite>(Loren Elliott for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Fast chargers, like the new ones at the grocery store, are increasingly seen as critical to meeting the needs of drivers. They can \u003ca href=\"https://www.transportation.gov/urban-e-mobility-toolkit/e-mobility-basics/charging-speeds\">power a car to 80%\u003c/a> in 20 minutes to an hour, while the typical charger in use today, a slower Level 2, takes from four to 10 hours.\u003c/p>\n\u003cp>But installing and operating fast chargers is an expensive business — one that doesn’t easily turn a profit.\u003c/p>\n\u003cp>\u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=46\">Nationwide, each fast charger (PDF)\u003c/a> can cost up to $117,000, according to a 2023 study. And in California, it could be even more — between $122,000 and $440,000 each, according to \u003ca href=\"https://www.sciencedirect.com/science/article/pii/S2213624X23000238\">a separate study\u003c/a>, although the Energy Commission said the range was $110,000 to $125,000 for \u003ca href=\"https://calevip.org/\">one of its programs\u003c/a>.\u003c/p>\n\u003cp>Most of America’s publicly traded charger companies have been forced to seek more financing, lay off workers and slow their network build-outs, analysts said. \u003ca href=\"https://www.google.com/finance/quote/EVGO:NASDAQ?window=MAX\">EVgo\u003c/a>, for instance, has seen its share price crater, as has \u003ca href=\"https://www.google.com/finance/quote/CHPT:NYSE?window=MAX\">ChargePoint\u003c/a>, which specializes in selling the slower Level 2 hardware.\u003c/p>\n\u003cp>California stands apart from other states — it has by far the most chargers and electric car sales and more incentives and policies encouraging them.\u003c/p>\n\u003cp>Tesla, America’s top-selling electric car manufacturer, dominates fast-charging in both California and the U.S. — but the company didn’t get into the business to sell charges to drivers; it got into the charger business to sell its electric cars. Initially Tesla Superchargers were exclusive to its drivers, but \u003ca href=\"https://www.tesla.com/support/supercharging-other-evs#charge-if-not-tesla-vehicle\">starting this year\u003c/a> other EV drivers can use them after Tesla \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2023/05/25/ford-ev-customers-to-gain-access-to-12-000-tesla-superchargers--.html\">provided ports to Ford\u003c/a> and other automakers.\u003c/p>\n\u003cp>Tesla’s manufacturing prowess, supply chain dominance and decade-plus of experience with fast chargers have given it an edge over competitors — a coterie of unprofitable, publicly traded startups, as well as private companies that often benefit from public subsidies, according to analysts.\u003c/p>\n\u003cp>“All the automakers joined forces with their biggest competitor,” said Loren McDonald, chief executive of the consulting firm EVAdoption. “If that doesn’t tell you how bad fast-charging networks and infrastructure were, I don’t know what else does.”\u003c/p>\n\u003cfigure id=\"attachment_11995801\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995801\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-City-Charging-Stations_LV_CM_16-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Tesla vehicles charge at a Supercharger lot in Kettleman City on June 23, 2024. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cfigure id=\"attachment_11995832\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995832\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-1-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: An EVgo fast charger at El Mercado Plaza Shopping Center in Union City. Right: A Hyundai Ioniq 6 charges at an Electrify America station in Oakland. \u003ccite>(Loren Elliott and Camille Cohen for CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Now, Tesla is showing \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">uncertainty about the future of its charging business\u003c/a> amid slumping car sales and \u003ca href=\"https://www.reuters.com/business/autos-transportation/inside-story-elon-musks-mass-firings-tesla-supercharger-staff-2024-05-15/\">eliminating nearly its entire\u003c/a> 500-member Supercharger team in April. Then chief executive Elon Musk said in May that he would \u003ca href=\"https://x.com/elonmusk/status/1788834859110002716?lang=en\">spend $500 million\u003c/a> to expand the network and \u003ca href=\"https://www.bloomberg.com/news/articles/2024-05-13/tesla-rehires-some-supercharger-workers-weeks-after-musk-s-culling?accessToken=eyJhbGciOiJIUzI1NiIsInR5cCI6IkpXVCJ9.eyJzb3VyY2UiOiJTdWJzY3JpYmVyR2lmdGVkQXJ0aWNsZSIsImlhdCI6MTcxNTYyMjU0MiwiZXhwIjoxNzE2MjI3MzQyLCJhcnRpY2xlSWQiOiJTREVRQjJUMEFGQjQwMCIsImJjb25uZWN0SWQiOiIzNDVFQTA0MjNBMUQ0NTI2QjY1QkNBNUZDRUJGQThGNiJ9.2RNvF37kKk0-xvIIdZ-YnoQY2ND7fdX3l67QJ5XqjBk\">hired back\u003c/a> some fired workers.\u003c/p>\n\u003cp>In California, Electrify America, a privately held company, was created by Volkswagen as a settlement for \u003ca href=\"https://ww2.arb.ca.gov/news/california-receive-153m-final-settlement-volkswagen\">cheating on emissions tests\u003c/a> for its gas-powered cars. The company is spending $800 million on California chargers, building a robust network of 260 stations, with more than half in lower-income communities, including \u003ca href=\"https://calmatters.org/environment/2024/05/electric-car-chargers-california-imperial-county/\">the state’s worst charging desert\u003c/a>, Imperial County.\u003c/p>\n\u003cp>The problem is Electrify America was ranked dead last in a \u003ca href=\"https://www.jdpower.com/business/press-releases/2023-us-electric-vehicle-experience-evx-public-charging-study\">consumer survey\u003c/a> last year, and reliability problems and customer complaints have plagued its chargers. The California Air Resources Board in January \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/books/2024/012524/prores24-2.pdf#page=5\">directed Electrify America (PDF)\u003c/a> to “strive to achieve charger reliability consistent with the state of the industry.” A company spokesperson said the dissatisfaction showed “an industry in its growth trajectory.” There are signs of improvement, based on \u003ca href=\"https://www.jdpower.com/business/resources/are-recent-improvements-public-ev-charging-infrastructure-enough-reverse\">consumer data from the first three months\u003c/a> of this year.\u003c/p>\n\u003cp>Startups continue to jump into the charging business, with the number of companies offering fast chargers growing from 14 in 2020 to 41 in 2024, EVAdoption said. Seven carmakers formed a \u003ca href=\"https://www.nytimes.com/2023/07/26/business/energy-environment/electric-vehicles-fast-chargers-automakers.html\">$1 billion venture\u003c/a> to build a 30,000-charger network in North America. And \u003ca href=\"https://www.eenews.net/articles/big-winner-in-bidens-ev-charging-revolution-gas-stations/\">gas stations\u003c/a> such as Circle K offer more charging because electric car customers spend more time shopping while waiting for their rides to juice up.\u003c/p>\n\u003cp>But the realization that charging is a costly business has set in on Wall Street, and that doesn’t seem likely to change anytime soon. “Can public EV fast-charging stations be profitable in the United States?” the \u003ca href=\"https://www.mckinsey.com/features/mckinsey-center-for-future-mobility/our-insights/can-public-ev-fast-charging-stations-be-profitable-in-the-united-states\">consultancy McKinsey & Company asked\u003c/a>.\u003c/p>\n\u003cp>“The fervor, the excitement from the investor base, has definitely dwindled quite a bit, given the prospects that EV adoption in the U.S. is going to be slower, revenue growth is really slower, the path to profitability is going to be slower, and they might need more capital than everyone originally expected,” said Christopher Dendrinos, a financial analyst who covers electric car charging companies for the investment bank RBC Capital Markets.\u003c/p>\n\u003cp>The stakes are high for California when it comes to encouraging investments in expensive fast chargers: If 63,000 additional ones were built, California might need 402,000 fewer slower Level 2 chargers in 2030, according to an alternative \u003ca href=\"https://s3.documentcloud.org/documents/24795161/assembly-bill-2127-second-electric-vehicle-charging-infrastructure-second-assessment-revised-staff-report.pdf#page=18\">forecast (PDF)\u003c/a> by the Energy Commission.\u003c/p>\n\u003ch2 class=\"wp-block-heading\">Billions of public dollars: Will it be enough?\u003c/h2>\n\u003cp>Nationwide, $53 billion to $127 billion in private investments and public funding is needed by 2030 to build chargers for about 33 million electric cars, \u003ca href=\"https://www.nrel.gov/docs/fy23osti/85654.pdf#page=7\">according to a federal estimate (PDF)\u003c/a>. Of that, about half would be for public chargers.\u003c/p>\n\u003cp>Congress and the Biden administration have set aside $5 billion for a national network of fast chargers. So far, only 33 of the eight locations have been built, but more than 14,000 others are in the works, according to the Federal Highway Administration. California’s share of the federal money totals $384 million; about 500 fast chargers will be built with an initial $40.5 million, Energy Commission spokesperson Lindsay Buckley said.\u003c/p>\n\u003cp>In addition, the state has spent $584 million to build more than \u003ca href=\"https://calmatters.org/wp-content/uploads/2024/07/Clean-Transportation-Program-Plan.pdf#page=27\">33,000 electric car chargers (PDF)\u003c/a> through its Clean Transportation Program, funded by fees drivers pay when they register cars. The Legislature \u003ca href=\"https://calmatters.org/environment/2023/09/hydrogen-cars-california-funding-legislature/\">extended that program\u003c/a> for an additional decade last year.\u003c/p>\n\u003cp>Newsom has committed to spending $1 billion through 2028 on chargers with his “\u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2022/09/Fact-Sheet-California-Climate-Commitment.pdf\">California Climate Commitment (PDF)\u003c/a>,” Buckley said. But this year, Newsom and the Legislature trimmed $167 million from the charger budget as the state faces a record deficit. A lobbyist for the Electric Vehicle Charging Association said, “The state pullback sends a very challenging message” to the industry.\u003c/p>\n\u003cp>California’s commitment to charger funding is “solid,” despite the cuts, Buckley said. They have not yet estimated the total investment needed in California to meet the targets.\u003c/p>\n\u003cp>However, Ted Lamm, a UC Berkeley Law researcher who studies electric car infrastructure, said the magnitude of building what California needs in coming years likely dwarfs the public funding available.\u003c/p>\n\u003cp>State and federal programs will “only fund a fraction,” and the state needs to spend that money on lower-income communities, he said.\u003c/p>\n\u003cp>Another possible funding source is California’s \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/low-carbon-fuel-standard\">Low Carbon Fuel Standard, which is expected to be revised in November\u003c/a>. The program requires carbon-intensive fuel companies to pay for cleaner-burning transportation. Utilities get credits and use that money to pay for chargers, rebates to car buyers and grid improvements, said Laura Renger, executive director of the California Electric Transportation Coalition, which represents utilities.\u003c/p>\n\u003cp>“I think with that, we would have enough money,” Renger said. She said the program’s overhaul could help utilities invest “billions” in chargers and other electric car programs over the next two decades.\u003c/p>\n\u003ch2>Backlogged local permits and grid delays\u003c/h2>\n\u003cp>One of the biggest barriers to more chargers isn’t money. It’s that cities and counties are slow to approve plans for the vast number of stations needed.\u003c/p>\n\u003cp>State officials only have so much political power to compel local jurisdictions to do what they want — a reality made \u003ca href=\"https://calmatters.org/housing/2024/01/california-zoning/\">abundantly clear\u003c/a> by the \u003ca href=\"https://calmatters.org/tag/housing-crisis/\">housing crisis\u003c/a>, for instance. California relies on grants and persuasion to accomplish its goals, and the slow build-out of chargers shows how those strategies can fall short, said Stanford’s Cain.\u003c/p>\n\u003cp>“The locals cannot be compelled by regulatory agencies to make land and resources available for what the state wants to achieve,” Cain said.\u003c/p>\n\u003cp>The same obstacles have marked the state’s broader effort to electrify California and switch to clean energy. Local opposition and environmental reviews sometimes hold up \u003ca href=\"https://calmatters.org/environment/2022/08/renewable-energy-california-counties/\">large solar projects\u003c/a> and \u003ca href=\"https://calmatters.org/politics/2024/07/ceqa-california-energy-grid-state-parks/\">transmission projects\u003c/a> for years.\u003c/p>\n\u003cp>California has created a “culture of regulation that emphasizes the need to be extra careful and extra perfect, but this takes an incredible amount of time,” Steve Bohlen, senior director of government affairs at Lawrence Livermore National Laboratory, said last month at the \u003ca href=\"https://digitaldemocracy.calmatters.org/hearings/258152?t=2513&f=37ff81eefb4f72eb25bbcb88ea60fd30\">inaugural hearing of the state Assembly’s Select Committee on Permitting Reform\u003c/a>.\u003c/p>\n\u003cp>“We’re moving into a period of rapid change, and so perfect can’t be the enemy of the good.”\u003c/p>\n\u003cfigure id=\"attachment_11995836\" class=\"wp-caption alignnone\" style=\"max-width: 2500px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995836\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg\" alt=\"\" width=\"2500\" height=\"834\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1.jpg 2500w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-800x267.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1020x340.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-160x53.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1536x512.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-2048x683.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/EV-DIPTYCH-2-KQED-1-1920x641.jpg 1920w\" sizes=\"(max-width: 2500px) 100vw, 2500px\">\u003cfigcaption class=\"wp-caption-text\">Left: Workers install a transformer to power electric car chargers in Calexico. Right: A row of new public chargers there. \u003ccite>(Adriana Heldiz/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Chargers aren’t as complicated as large-scale solar or \u003ca href=\"https://calmatters.org/environment/2023/10/california-offshore-wind-humboldt/\">offshore wind projects\u003c/a>. However, most chargers installed in public spaces need a land-use or encroachment permit, among other approvals.\u003cstrong> \u003c/strong>California has \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/permitting-electric-vehicle-charging-stations-best-practices/\">passed laws\u003c/a> requiring local jurisdictions to streamline permits for chargers. What’s more, the Governor’s Office of Business Development now grades cities and counties using a \u003ca href=\"https://business.ca.gov/wp-content/uploads/2020/01/Permitting-Electric-Vehicle-Charging-Stations-Scorecard.pdf\">scorecard (PDF)\u003c/a> and \u003ca href=\"https://business.ca.gov/industries/zero-emission-vehicles/plug-in-readiness/\">maintains a map\u003c/a> displaying who has or hasn’t made life easier for car charger builders. But these strategies only go so far.\u003c/p>\n\u003cp>“It doesn’t matter how many requirements you put on [local governments],” Lamm said. “If they just don’t have the time in the day to do it … it’s going to sit in the backlog because that’s how it works.”\u003c/p>\n\u003cp>The delays have consequences. Getting a station permitted in California, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">takes 26% longer (PDF)\u003c/a> than the national average, Electrify America reported. Designing and constructing a station in California can cost, on average, \u003ca href=\"https://media.electrifyamerica.com/assets/documents/original/1160-2023CARBAnnualReportFinal43024Public2.pdf#page=19\">37% more (PDF)\u003c/a> than in other states because of delays in permitting and grid connections. A utility, on average, takes 17 weeks after work is completed to connect chargers to the grid, Electric America said.\u003c/p>\n\u003cp>Powering large charging projects often requires grid upgrades, which can take a year or more for approval, said Chanel Parson, a director at Southern California Edison. Supply chain issues also make getting the right equipment a challenge.\u003c/p>\n\u003cp>Edison, which has a 10-year plan to meet expected demand, has asked the utilities commission for approval to upgrade the grid where it anticipates high charging demand.\u003c/p>\n\u003cp>“Every EV charging infrastructure project is a major construction project,” Parson said. “There are a number of variables that influence how long it takes to complete the project.”\u003c/p>\n\u003ch2>Impatient with broken chargers, bad service\u003c/h2>\n\u003cp>Inspired to help the nation reduce its dependence on fossil fuels, Zach Schiff-Abrams of Los Angeles bought a Genesis GV60. As a renter, he has relied on public charging, primarily using Electrify America stations — and that’s been his biggest problem about owning an electric car.\u003c/p>\n\u003cp>Charging speeds have been inconsistent, he said, with half-hour sessions providing only a 15% to 30% charge, and he often encounters broken chargers.\u003c/p>\n\u003cp>“I believe in electrical, so I’m really actually trying to be a responsible consumer,” Schiff-Abrams said. “I want to report them when they’re down, but the customer service is horrible.”\u003c/p>\n\u003cfigure id=\"attachment_11995802\" class=\"wp-caption alignnone\" style=\"max-width: 1568px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11995802\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg\" alt=\"\" width=\"1568\" height=\"1045\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy.jpg 1568w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-800x533.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/07/062324_Kettleman-Charging-Stations_LV_CM_21-copy-1536x1024.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003cfigcaption class=\"wp-caption-text\">Electric vehicles line up at a busy Electrify America charging station in Kettleman City, Kings County. \u003ccite>(Larry Valenzuela/CalMatters/CatchLight Local)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>For years, the reliability of charging networks has been a well-documented problem. Only \u003ca href=\"https://papers.ssrn.com/sol3/papers.cfm?abstract_id=4077554\">73% of fast chargers in the San Francisco Bay Area were functional\u003c/a> in a 2022 study. The growth of the EV market has put increasing strain on public charging stations, \u003ca href=\"https://www.jdpower.com/business/press-releases/2022-us-electric-vehicle-experience-evx-public-charging-study\">a consumer survey found\u003c/a>.\u003c/p>\n\u003cp>In \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=31\">January (PDF)\u003c/a>, the California Air Resources Board approved a final $200 million spending plan for Electrify America — but not before board chair Liane Randolph scolded its CEO.\u003c/p>\n\u003cp>Randolph — arguably one of America’s top climate regulators — told CEO Robert Barrosa about an exchange she had with his company’s customer service line after finding a broken charger at a station along Interstate 5.\u003c/p>\n\u003cp>“It didn’t work,” Randolph said during the board meeting. “Called the customer service line, waited like 10-ish minutes. … [The charger] was showing operable on the app and the guy goes, ‘Oh, my data is showing me that it has not had a successful charge in three days.’”\u003c/p>\n\u003cp>“These issues are not easy,” Barrosa responded. “Our head is not in the sand,” he \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/board/mt/2024/mt012524.pdf#page=45\">told board members (PDF)\u003c/a> earlier. “We are listening to customers.”\u003c/p>\n\u003cp>But Randolph, addressing journalists at a \u003ca href=\"https://www.sej.org/initiatives/coverage-sejs-33rd-annual-conference#mini-workshop8-04062024\">conference in Philadelphia\u003c/a>, pushed back against the idea that because the transition to electric vehicles is happening gradually that, it’s a failure. Many people will rely on charging at home or work, and batteries are becoming more efficient.\u003c/p>\n\u003cp>“The infrastructure is continuing to be rolled out at a rapid pace,” Randolph said. “It doesn’t all have to be perfect instantly. It’s a process. And it’s a process that’s continuing to move.”\u003c/p>\n\u003cp>\u003cem>Data journalists Erica Yee and Arfa Momin contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>Thinking of taking a road trip in an electric vehicle? Or are concerns about running out of battery power on a long drive keeping you from buying an EV?\u003c/p>\n\u003cp>Charging infrastructure has improved over the last few years, and newer vehicles charge much faster than previous generations. But it still matters what you drive, where you’re driving and how much you plan in advance.\u003c/p>\n\u003cp>Road trips can play a disproportionate role in the public conversation about EVs. The vast majority of EV charging happens at home, not at public fast chargers. Many EV-owning households also have a gas or hybrid vehicle they prefer for long trips.\u003c/p>\n\u003cp>And some EV owners shrug off range anxiety because they simply don’t go on many road trips. Ford CEO Jim Farley, in a recent \u003ca href=\"https://www.linkedin.com/pulse/confessions-from-lifelong-petrol-head-i-love-electric-jim-farley-fc81e/\">love letter to EVs\u003c/a>, wrote that Ford’s research shows half of Americans go on 150-mile-plus drives “four days or fewer per year.” Owning a car that’s cheaper and easier 361 days of the year but a bit of a hassle on your yearly holiday drive might beat out having the dream road-trip machine.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Still, being able to go on road trips is a priority for many people. Here are some tips on how to make a battery-powered long haul more relaxing.\u003c/p>\n\u003ch2 class=\"edTag\">Before you decide:\u003c/h2>\n\u003col class=\"edTag\">\n\u003cli>\u003cstrong>Consider your vehicle. \u003c/strong>Aside from a few models (like older Nissan Leafs), most modern EVs can handle a long drive, but the experience will vary widely. Some EVs, like the Hyundai Ioniq 6 and Kia EV6, \u003ca href=\"https://www.edmunds.com/car-news/electric-car-charging.html\">can charge very quickly,\u003c/a> getting back on the road in less than 20 minutes. Others, like the affordable Chevy Bolt, charge slowly, taking an hour or more. Tesla’s routing software is excellent, and Tesla’s Supercharger network — now open to Fords and Rivians — is best in class. If you’re renting a car for a road trip, opt for a Tesla or at least a fast-charging option. If you’re taking your own car, get familiar with its capabilities.\u003c/li>\n\u003cli>\u003cstrong>Consider your destination.\u003c/strong> California has abundant chargers, while parts of Wyoming are nearly chargerless. Charger availability can vary widely, not just state by state or city by city but interstate by interstate, neighborhood by neighborhood. Look up your specific route before making a judgment call about whether you’ll do it on battery power.\u003c/li>\n\u003c/ol>\n\u003ch2 class=\"edTag\">Before you go:\u003c/h2>\n\u003col class=\"edTag\">\n\u003cli>\u003cstrong>Prep your car.\u003c/strong> Just like with a gas car, it’s a good idea to check your tire pressure before you hit the road — although there’s no need to check your oil, of course! And charge up. A lot of EV owners keep their cars at a maximum of 80% charge for day-to-day driving to \u003ca href=\"https://seas.umich.edu/news/tips-extending-lifetime-lithium-ion-batteries\">extend the life of the battery\u003c/a>. But road trips are when that full 100% charge comes in handy, and occasionally charging to 100% does not damage your battery. If you can, schedule the charge so you hit 100% shortly before you leave.\u003c/li>\n\u003cli>\u003cstrong>Check your route.\u003c/strong> Plug your destination into your car’s onboard navigation or an EV routing app like A Better Route Planner to see which chargers will be available along the way. On a road trip, you’ll be looking for DC fast chargers, not Level 2 chargers, preferably chargers that match or exceed your car’s max charging speed. Check reviews, too, and opt for chargers with higher reliability scores. And even if you don’t drive a Tesla, you may want to download the Tesla app just in case there’s a supercharger with Magic Dock (meaning any EV can use it) along your route.\u003c/li>\n\u003cli>\u003cstrong>Look for hotels with EV chargers\u003c/strong> (and decide if they’re worth it). Charging up overnight at hotels can be convenient, especially if you’re in a slower-charging car. But check reviews (like on the charger review app Plugshare) to ensure the hotel chargers are reliable. Check prices, too. Some hotel charges are free. Others might cost $30 or more to charge a mid-size battery — as much as a fast charger. And have a backup plan, especially if the hotel only has one plug, for another way to charge.\u003c/li>\n\u003c/ol>\n\u003ch2 class=\"edTag\">On your trip:\u003c/h2>\n\u003col class=\"edTag\">\n\u003cli>\u003cstrong>Pack intentionally.\u003c/strong> You should never overload any vehicle. But even if you’re within your EV’s weight limit, if you \u003ca href=\"https://newsroom.acg.aaa.com/aaa-study-evs-lose-significant-range-when-hauling-heavy-cargo_20231016125847450/#\">load your vehicle down\u003c/a> or \u003ca href=\"https://www.jdpower.com/cars/shopping-guides/how-is-ev-driving-range-impacted-by-towing\">pull a trailer\u003c/a>, you’ll reduce your range significantly. That may not be a problem if you’ve planned for it, but don’t get caught by surprise!\u003c/li>\n\u003cli>\u003cstrong>Watch your speed. \u003c/strong>Of all the things that can reduce your range — temperature, wind, elevation — your speed is the easiest to control. Going faster will mean more charging stops.\u003c/li>\n\u003cli>\u003cstrong>Turn on the A/C. \u003c/strong>Yes, climate control affects your range — just like it affects fuel economy in a gas car. But A/C in the summer \u003ca href=\"https://www.recurrentauto.com/research/what-a-c-does-to-your-range\">isn’t nearly as big of a drain\u003c/a> as a heater in the winter, and a road trip is miserable without it. One thing that can help, in either cold or hot weather, is starting the climate control while your car is still charging. (On a winter road trip, you might also see a meaningful range boost if you rely more on heated seats and less on the heater.)\u003c/li>\n\u003cli>\u003cstrong>Listen to your car.\u003c/strong> Because external factors can reduce your range — and because \u003ca href=\"https://www.caranddriver.com/news/a44754199/tesla-range-display-estimate-tested/\">some cars are less accurate than others\u003c/a> at identifying your probable range — you may need to stop and charge before you expect. If your vehicle sends warning signals that it can’t reach its destination without a charge, don’t ignore them.\u003c/li>\n\u003cli>\u003cstrong>Charge to 80%. \u003c/strong>At a fast charger, charging speeds reduce rapidly after a car hits 80%. You’ll save yourself a lot of time by unplugging and moving on once you hit that mark. At slower chargers, like overnight charges at hotels, you can go ahead and charge to 100% if you’ll be using the car the next day.\u003c/li>\n\u003cli>\u003cstrong>Multitask.\u003c/strong> Meal stops. Bathroom visits. Snack resupply runs. Stretching interludes. Playground visits. Shopping. Whenever possible, use your charging stops as a chance to get \u003cem>out \u003c/em>of your car. That’s not possible at all chargers. But increasingly, companies are vying to put chargers near amenities, which can make a charging stop feel less like a hassle and more like a break.\u003c/li>\n\u003c/ol>\n\u003cp>[ad floatright]\u003c/p>\n",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Thinking of taking a road trip in an electric vehicle? Or are concerns about running out of battery power on a long drive keeping you from buying an EV?\u003c/p>\n\u003cp>Charging infrastructure has improved over the last few years, and newer vehicles charge much faster than previous generations. But it still matters what you drive, where you’re driving and how much you plan in advance.\u003c/p>\n\u003cp>Road trips can play a disproportionate role in the public conversation about EVs. The vast majority of EV charging happens at home, not at public fast chargers. Many EV-owning households also have a gas or hybrid vehicle they prefer for long trips.\u003c/p>\n\u003cp>And some EV owners shrug off range anxiety because they simply don’t go on many road trips. Ford CEO Jim Farley, in a recent \u003ca href=\"https://www.linkedin.com/pulse/confessions-from-lifelong-petrol-head-i-love-electric-jim-farley-fc81e/\">love letter to EVs\u003c/a>, wrote that Ford’s research shows half of Americans go on 150-mile-plus drives “four days or fewer per year.” Owning a car that’s cheaper and easier 361 days of the year but a bit of a hassle on your yearly holiday drive might beat out having the dream road-trip machine.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Still, being able to go on road trips is a priority for many people. Here are some tips on how to make a battery-powered long haul more relaxing.\u003c/p>\n\u003ch2 class=\"edTag\">Before you decide:\u003c/h2>\n\u003col class=\"edTag\">\n\u003cli>\u003cstrong>Consider your vehicle. \u003c/strong>Aside from a few models (like older Nissan Leafs), most modern EVs can handle a long drive, but the experience will vary widely. Some EVs, like the Hyundai Ioniq 6 and Kia EV6, \u003ca href=\"https://www.edmunds.com/car-news/electric-car-charging.html\">can charge very quickly,\u003c/a> getting back on the road in less than 20 minutes. Others, like the affordable Chevy Bolt, charge slowly, taking an hour or more. Tesla’s routing software is excellent, and Tesla’s Supercharger network — now open to Fords and Rivians — is best in class. If you’re renting a car for a road trip, opt for a Tesla or at least a fast-charging option. If you’re taking your own car, get familiar with its capabilities.\u003c/li>\n\u003cli>\u003cstrong>Consider your destination.\u003c/strong> California has abundant chargers, while parts of Wyoming are nearly chargerless. Charger availability can vary widely, not just state by state or city by city but interstate by interstate, neighborhood by neighborhood. Look up your specific route before making a judgment call about whether you’ll do it on battery power.\u003c/li>\n\u003c/ol>\n\u003ch2 class=\"edTag\">Before you go:\u003c/h2>\n\u003col class=\"edTag\">\n\u003cli>\u003cstrong>Prep your car.\u003c/strong> Just like with a gas car, it’s a good idea to check your tire pressure before you hit the road — although there’s no need to check your oil, of course! And charge up. A lot of EV owners keep their cars at a maximum of 80% charge for day-to-day driving to \u003ca href=\"https://seas.umich.edu/news/tips-extending-lifetime-lithium-ion-batteries\">extend the life of the battery\u003c/a>. But road trips are when that full 100% charge comes in handy, and occasionally charging to 100% does not damage your battery. If you can, schedule the charge so you hit 100% shortly before you leave.\u003c/li>\n\u003cli>\u003cstrong>Check your route.\u003c/strong> Plug your destination into your car’s onboard navigation or an EV routing app like A Better Route Planner to see which chargers will be available along the way. On a road trip, you’ll be looking for DC fast chargers, not Level 2 chargers, preferably chargers that match or exceed your car’s max charging speed. Check reviews, too, and opt for chargers with higher reliability scores. And even if you don’t drive a Tesla, you may want to download the Tesla app just in case there’s a supercharger with Magic Dock (meaning any EV can use it) along your route.\u003c/li>\n\u003cli>\u003cstrong>Look for hotels with EV chargers\u003c/strong> (and decide if they’re worth it). Charging up overnight at hotels can be convenient, especially if you’re in a slower-charging car. But check reviews (like on the charger review app Plugshare) to ensure the hotel chargers are reliable. Check prices, too. Some hotel charges are free. Others might cost $30 or more to charge a mid-size battery — as much as a fast charger. And have a backup plan, especially if the hotel only has one plug, for another way to charge.\u003c/li>\n\u003c/ol>\n\u003ch2 class=\"edTag\">On your trip:\u003c/h2>\n\u003col class=\"edTag\">\n\u003cli>\u003cstrong>Pack intentionally.\u003c/strong> You should never overload any vehicle. But even if you’re within your EV’s weight limit, if you \u003ca href=\"https://newsroom.acg.aaa.com/aaa-study-evs-lose-significant-range-when-hauling-heavy-cargo_20231016125847450/#\">load your vehicle down\u003c/a> or \u003ca href=\"https://www.jdpower.com/cars/shopping-guides/how-is-ev-driving-range-impacted-by-towing\">pull a trailer\u003c/a>, you’ll reduce your range significantly. That may not be a problem if you’ve planned for it, but don’t get caught by surprise!\u003c/li>\n\u003cli>\u003cstrong>Watch your speed. \u003c/strong>Of all the things that can reduce your range — temperature, wind, elevation — your speed is the easiest to control. Going faster will mean more charging stops.\u003c/li>\n\u003cli>\u003cstrong>Turn on the A/C. \u003c/strong>Yes, climate control affects your range — just like it affects fuel economy in a gas car. But A/C in the summer \u003ca href=\"https://www.recurrentauto.com/research/what-a-c-does-to-your-range\">isn’t nearly as big of a drain\u003c/a> as a heater in the winter, and a road trip is miserable without it. One thing that can help, in either cold or hot weather, is starting the climate control while your car is still charging. (On a winter road trip, you might also see a meaningful range boost if you rely more on heated seats and less on the heater.)\u003c/li>\n\u003cli>\u003cstrong>Listen to your car.\u003c/strong> Because external factors can reduce your range — and because \u003ca href=\"https://www.caranddriver.com/news/a44754199/tesla-range-display-estimate-tested/\">some cars are less accurate than others\u003c/a> at identifying your probable range — you may need to stop and charge before you expect. If your vehicle sends warning signals that it can’t reach its destination without a charge, don’t ignore them.\u003c/li>\n\u003cli>\u003cstrong>Charge to 80%. \u003c/strong>At a fast charger, charging speeds reduce rapidly after a car hits 80%. You’ll save yourself a lot of time by unplugging and moving on once you hit that mark. At slower chargers, like overnight charges at hotels, you can go ahead and charge to 100% if you’ll be using the car the next day.\u003c/li>\n\u003cli>\u003cstrong>Multitask.\u003c/strong> Meal stops. Bathroom visits. Snack resupply runs. Stretching interludes. Playground visits. Shopping. Whenever possible, use your charging stops as a chance to get \u003cem>out \u003c/em>of your car. That’s not possible at all chargers. But increasingly, companies are vying to put chargers near amenities, which can make a charging stop feel less like a hassle and more like a break.\u003c/li>\n\u003c/ol>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cp>\u003cb>Here are the morning’s top stories on Thursday, June 20, 2024…\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">A quarter of all new vehicles sold in California last year were zero emission. And you can see those electric cars zipping down the road in places like the Bay Area and Orange County, but it’s harder to spot them in the Central Valley. The transition to clean cars is \u003c/span>\u003ca href=\"https://calmatters.org/environment/2023/03/california-electric-cars-demographics/\">\u003cspan style=\"font-weight: 400\">rolling out unequally across the state\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, but there are \u003c/span>\u003ca href=\"https://www.kqed.org/science/1993327/how-californians-with-low-income-can-buy-or-rent-an-electric-car\">\u003cspan style=\"font-weight: 400\">programs meant to address this gap\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">The Occupational Safety and Health Standards Board \u003c/span>\u003ca href=\"http://dir.ca.gov/oshsb/documents/agendaJun2024.pdf\">\u003cspan style=\"font-weight: 400\">is expected to vote Thursday \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">on new rules that would require most employers to keep indoor work areas below 87 degrees when feasible or if it’s not, change workers’ shifts or use protective equipment to reduce the risks. But state prisons would be \u003c/span>\u003ca href=\"https://www.kqed.org/news/11983396/prison-workers-excluded-from-indoor-heat-protections-by-california-regulators\">\u003cspan style=\"font-weight: 400\">among those exempted\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> because of implementation costs that Governor Gavin Newsom’s administration says would be in the billions of dollars.\u003c/span>\u003c/li>\n\u003cli>The state of California is \u003ca href=\"https://www.gov.ca.gov/2024/06/18/governor-newsom-announces-historic-land-return-effort-on-the-5th-anniversary-of-californias-apology-to-native-americans/\">planning to return over 2,800 acres of land\u003c/a> to the Shasta Indian Nation, one of the largest land returns in state history. The Shasta people occupy land in far northern California, near the Oregon border. This is part of the state’s ongoing efforts to right the historical wrongs committed against the Native communities of California.\u003c/li>\n\u003c/ul>\n\u003ch2>\u003ca href=\"https://www.kqed.org/science/1993327/how-californians-with-low-income-can-buy-or-rent-an-electric-car\">\u003cb>How Californians With Lower Incomes Can Buy Or Rent Electric Cars\u003c/b>\u003c/a>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">While zero-emission car sales made up a quarter of all new vehicles sold in California last year, the transition to clean cars is \u003c/span>\u003ca href=\"https://calmatters.org/environment/2023/03/california-electric-cars-demographics/\">\u003cspan style=\"font-weight: 400\">rolling out unequally across the state\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">EVs are less common in rural, lower-income and Black and Latino communities due to \u003c/span>\u003ca href=\"https://www.kbb.com/car-advice/how-much-electric-car-cost/\">\u003cspan style=\"font-weight: 400\">upfront costs\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, a \u003c/span>\u003ca href=\"https://www.sciencedirect.com/science/article/pii/S0967070X20309021\">\u003cspan style=\"font-weight: 400\">lack of access\u003c/span>\u003c/a> \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2024/06/EV-Pg44.pdf\">\u003cspan style=\"font-weight: 400\">to chargers\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> and a young secondhand market.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">So organizations and the state are targeting these places to level the playing field. State officials are trying to address this problem through financial incentives to buy cars, funding charging infrastructure and community efforts like Míocar, an electric car-sharing service which targets communities with low income that experience disproportionate health and environmental burdens, like high rates of asthma and air pollution.\u003c/span>\u003c/p>\n\u003ch2>\u003ca href=\"https://calmatters.org/politics/capitol/2024/04/workplace-safety-california-indoor-heat-prisons/\">\u003cb>Regulators To Vote On Indoor Workplace Heat Rules\u003c/b>\u003c/a>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">California workplace regulators \u003c/span>\u003ca href=\"http://dir.ca.gov/oshsb/documents/agendaJun2024.pdf\">\u003cspan style=\"font-weight: 400\">are expected to vote Thursday\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> on new protections from dangerous heat for millions of people who work indoors. \u003c/span>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Heat illness protections for indoor workers have been delayed for years. In March, the Occupational Safety and Health Standards Board was expected to approve new requirements, but the Newsom administration \u003c/span>\u003ca href=\"https://www.kqed.org/news/11980459/california-workers-heat-illness-protections\">\u003cspan style=\"font-weight: 400\">withdrew its support\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> seemingly at the last minute. Facing outrage from workers and their advocates, Laura Stock, a board member and David Thomas, a labor representative, openly criticized the move and called for a symbolic vote on the regulations. It passed unanimously.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Stock was \u003c/span>\u003ca href=\"https://www.kqed.org/news/11989885/newsom-dismisses-workplace-safety-regulator-ahead-of-important-vote\">\u003cspan style=\"font-weight: 400\">recently removed from the board \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">and Thomas was demoted.\u003c/span>\u003c/p>\n\u003ch2>\u003ca href=\"https://www.gov.ca.gov/2024/06/18/governor-newsom-announces-historic-land-return-effort-on-the-5th-anniversary-of-californias-apology-to-native-americans/\">\u003cb>Land Returned To Shasta Indian Nation\u003c/b>\u003c/a>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">A bit of history in far northern California, as the state is planning to return over 2,800 acres of land to the \u003c/span>\u003ca href=\"https://www.shastaindiannation.org/\">\u003cspan style=\"font-weight: 400\">Shasta Indian Nation\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">This return is one of the largest in state history and part of the California’s ongoing efforts to right the historical wrongs committed against the Native communities. \u003c/span>\u003cspan style=\"font-weight: 400\">The returned land will include sacred sites, like that of the Shasta people’s first salmon ceremony.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.latimes.com/california/story/2024-06-19/california-to-return-2800-acres-to-shasta-indian-nation\">\u003cspan style=\"font-weight: 400\">The 2,800 acres in Siskiyou County are part of the Klamath River dam removal project and will help rehabilitate more than 300 miles of salmon habitat.\u003c/span>\u003c/a>\u003c/p>\n\n",
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"title": "Affordable Options Available To Rent Or Buy Electric Vehicles | KQED",
"description": "Here are the morning’s top stories on Thursday, June 20, 2024… A quarter of all new vehicles sold in California last year were zero emission. And you can see those electric cars zipping down the road in places like the Bay Area and Orange County, but it’s harder to spot them in the Central Valley.",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cb>Here are the morning’s top stories on Thursday, June 20, 2024…\u003c/b>\u003c/p>\n\u003cul>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">A quarter of all new vehicles sold in California last year were zero emission. And you can see those electric cars zipping down the road in places like the Bay Area and Orange County, but it’s harder to spot them in the Central Valley. The transition to clean cars is \u003c/span>\u003ca href=\"https://calmatters.org/environment/2023/03/california-electric-cars-demographics/\">\u003cspan style=\"font-weight: 400\">rolling out unequally across the state\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, but there are \u003c/span>\u003ca href=\"https://www.kqed.org/science/1993327/how-californians-with-low-income-can-buy-or-rent-an-electric-car\">\u003cspan style=\"font-weight: 400\">programs meant to address this gap\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/li>\n\u003cli style=\"font-weight: 400\">\u003cspan style=\"font-weight: 400\">The Occupational Safety and Health Standards Board \u003c/span>\u003ca href=\"http://dir.ca.gov/oshsb/documents/agendaJun2024.pdf\">\u003cspan style=\"font-weight: 400\">is expected to vote Thursday \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">on new rules that would require most employers to keep indoor work areas below 87 degrees when feasible or if it’s not, change workers’ shifts or use protective equipment to reduce the risks. But state prisons would be \u003c/span>\u003ca href=\"https://www.kqed.org/news/11983396/prison-workers-excluded-from-indoor-heat-protections-by-california-regulators\">\u003cspan style=\"font-weight: 400\">among those exempted\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> because of implementation costs that Governor Gavin Newsom’s administration says would be in the billions of dollars.\u003c/span>\u003c/li>\n\u003cli>The state of California is \u003ca href=\"https://www.gov.ca.gov/2024/06/18/governor-newsom-announces-historic-land-return-effort-on-the-5th-anniversary-of-californias-apology-to-native-americans/\">planning to return over 2,800 acres of land\u003c/a> to the Shasta Indian Nation, one of the largest land returns in state history. The Shasta people occupy land in far northern California, near the Oregon border. This is part of the state’s ongoing efforts to right the historical wrongs committed against the Native communities of California.\u003c/li>\n\u003c/ul>\n\u003ch2>\u003ca href=\"https://www.kqed.org/science/1993327/how-californians-with-low-income-can-buy-or-rent-an-electric-car\">\u003cb>How Californians With Lower Incomes Can Buy Or Rent Electric Cars\u003c/b>\u003c/a>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">While zero-emission car sales made up a quarter of all new vehicles sold in California last year, the transition to clean cars is \u003c/span>\u003ca href=\"https://calmatters.org/environment/2023/03/california-electric-cars-demographics/\">\u003cspan style=\"font-weight: 400\">rolling out unequally across the state\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">EVs are less common in rural, lower-income and Black and Latino communities due to \u003c/span>\u003ca href=\"https://www.kbb.com/car-advice/how-much-electric-car-cost/\">\u003cspan style=\"font-weight: 400\">upfront costs\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">, a \u003c/span>\u003ca href=\"https://www.sciencedirect.com/science/article/pii/S0967070X20309021\">\u003cspan style=\"font-weight: 400\">lack of access\u003c/span>\u003c/a> \u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2024/06/EV-Pg44.pdf\">\u003cspan style=\"font-weight: 400\">to chargers\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> and a young secondhand market.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">So organizations and the state are targeting these places to level the playing field. State officials are trying to address this problem through financial incentives to buy cars, funding charging infrastructure and community efforts like Míocar, an electric car-sharing service which targets communities with low income that experience disproportionate health and environmental burdens, like high rates of asthma and air pollution.\u003c/span>\u003c/p>\n\u003ch2>\u003ca href=\"https://calmatters.org/politics/capitol/2024/04/workplace-safety-california-indoor-heat-prisons/\">\u003cb>Regulators To Vote On Indoor Workplace Heat Rules\u003c/b>\u003c/a>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">California workplace regulators \u003c/span>\u003ca href=\"http://dir.ca.gov/oshsb/documents/agendaJun2024.pdf\">\u003cspan style=\"font-weight: 400\">are expected to vote Thursday\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> on new protections from dangerous heat for millions of people who work indoors. \u003c/span>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Heat illness protections for indoor workers have been delayed for years. In March, the Occupational Safety and Health Standards Board was expected to approve new requirements, but the Newsom administration \u003c/span>\u003ca href=\"https://www.kqed.org/news/11980459/california-workers-heat-illness-protections\">\u003cspan style=\"font-weight: 400\">withdrew its support\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\"> seemingly at the last minute. Facing outrage from workers and their advocates, Laura Stock, a board member and David Thomas, a labor representative, openly criticized the move and called for a symbolic vote on the regulations. It passed unanimously.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">Stock was \u003c/span>\u003ca href=\"https://www.kqed.org/news/11989885/newsom-dismisses-workplace-safety-regulator-ahead-of-important-vote\">\u003cspan style=\"font-weight: 400\">recently removed from the board \u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">and Thomas was demoted.\u003c/span>\u003c/p>\n\u003ch2>\u003ca href=\"https://www.gov.ca.gov/2024/06/18/governor-newsom-announces-historic-land-return-effort-on-the-5th-anniversary-of-californias-apology-to-native-americans/\">\u003cb>Land Returned To Shasta Indian Nation\u003c/b>\u003c/a>\u003c/h2>\n\u003cp>\u003cspan style=\"font-weight: 400\">A bit of history in far northern California, as the state is planning to return over 2,800 acres of land to the \u003c/span>\u003ca href=\"https://www.shastaindiannation.org/\">\u003cspan style=\"font-weight: 400\">Shasta Indian Nation\u003c/span>\u003c/a>\u003cspan style=\"font-weight: 400\">.\u003c/span>\u003c/p>\n\u003cp>\u003cspan style=\"font-weight: 400\">This return is one of the largest in state history and part of the California’s ongoing efforts to right the historical wrongs committed against the Native communities. \u003c/span>\u003cspan style=\"font-weight: 400\">The returned land will include sacred sites, like that of the Shasta people’s first salmon ceremony.\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>\u003ca href=\"https://www.latimes.com/california/story/2024-06-19/california-to-return-2800-acres-to-shasta-indian-nation\">\u003cspan style=\"font-weight: 400\">The 2,800 acres in Siskiyou County are part of the Klamath River dam removal project and will help rehabilitate more than 300 miles of salmon habitat.\u003c/span>\u003c/a>\u003c/p>\n\n\u003c/div>\u003c/p>",
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"slug": "oakland-schools-ditch-the-diesel-with-new-all-electric-school-bus-fleet",
"title": "Oakland Schools Ditch Diesel With New All-Electric School Bus Fleet",
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"headTitle": "Oakland Schools Ditch Diesel With New All-Electric School Bus Fleet | KQED",
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"content": "\u003cp>Oakland Unified will soon become the first major district in the country to host an all-electric fleet of school buses.\u003c/p>\n\u003cp>Some 1,300 special education students in the district, who have the option of riding the buses, can look forward to quieter and cleaner rides starting at the beginning of the next school year, in August. (Unlike some other Bay Area districts, OUSD does not offer busing for most of its students.)\u003c/p>\n\u003cp>In \u003ca href=\"https://www.facebook.com/ousdnews/posts/pfbid0KE5MdV5nv4LbQ993mYiZ7ZttedxMoJXF72n4LgaSx3ocPsneydKqp973nRiyHbwfl\">a Facebook post last month\u003c/a>, the district announced its new partnership with school transportation company Zum (pronounced ZOOM), based in Redwood City, which is providing and managing the 74-bus fleet.\u003c/p>\n\u003cp>\u003ca href=\"https://www.ridezum.com/blog/zum-launches-nations-first-100-electrified-bidirectional-v2g-school-bus-fleet-in-oakland-ca/\">Zum estimates\u003c/a> the buses will prevent about 25,000 tons of greenhouse gases from entering the environment each year — the amount it said that 74 diesel buses would likely produce.\u003c/p>\n\u003cp>The vehicles are all equipped with bidirectional chargers that replenish the buses overnight but can also enable them to serve as power sources when needed. Zum said its AI technology monitors the buses’ energy use and determines the best times to return power back to the grid while calculating the most efficient bus routes based on traffic patterns.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Families will also be able to use an app to track the buses their children are riding on and receive updates about delays, the company said.\u003c/p>\n\u003cp>As part of its initial five-year contract, OUSD will pay Zum $11.2 million a year to run the buses, according to Kimberly Raney, OUSD’s transportation director. About half of the district’s total costs for the service will be covered by federal, state and private grants, she said.\u003c/p>\n\u003cp>“It’s a true partnership of how we do what’s right for the kids,” Raney said. “Oakland is really the perfect place for this. We have a lot of special education kids who need to travel to school using our bus systems.”\u003c/p>\n\u003cp>Diesel exhaust is one of the main air pollutants in California and has been linked to an increased risk of lung cancer and aggravated asthma, among other negative health impacts.\u003c/p>\n\u003cp>A \u003ca href=\"https://scholarworks.sjsu.edu/cgi/viewcontent.cgi?article=1008&context=mcnair#:~:text=Visits%20in%20Oakland,-There%20is%20an&text=For%20West%20Oakland%20children%20aged,rate%20of%20421.9%20per%20100%2C000\">2017 study\u003c/a> found significantly elevated rates of asthma among children in West and East Oakland living near freeways, the port and other high-traffic corridors, with Black and Latino children making up more than 60% of Alameda County’s asthma-related hospitalizations.[aside postID=\"news_11973450,news_11980715,science_1992222\" label=\"Related Stories\"]“OUSD is the first, but there is an eagerness from federal, state, and local partners across the country to electrify their school bus fleets,” Ritu Narayan, Zum’s CEO and co-founder, said in an email. The company, she notes, already has existing contracts with smaller Southern California districts as well as contracts with San Francisco and Los Angeles school districts. “Our goal is to expand the program and have 10,000 electric school buses deployed across the country over the next several years.”\u003c/p>\n\u003cp>PG&E worked with Zum for two years to complete the large East Oakland charging site for the bus fleet, a project that required significant infrastructure upgrades, including the installation of a new transformer and 171 feet of underground infrastructure, according to Paul Doherty, a spokesperson for the utility.\u003c/p>\n\u003cp>Although OUSD is ahead of the curve in its bus electrification efforts, the district’s move marks a transition that most school districts in California will have to start making within the next decade. That’s due to \u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2023/10/AB-579-Signing-Message.pdf\">a 2023 state law\u003c/a> requiring all new or leased state school buses to be zero-emission beginning in 2035 — with extensions for rural school districts.\u003c/p>\n\u003cp>Gov. Gavin Newsom is pushing for the state to spend $1.8 billion over the next five years to help districts acquire more zero-emission buses and charging equipment.\u003c/p>\n\u003cp>The state Legislature had initially committed $500 million annually toward electric school buses for the next two school years. Newson’s budget plan would add nearly $400 million more to the pot for next year.\u003c/p>\n\u003cfigure id=\"attachment_11987992\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11987992\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg\" alt=\"A woman wearing a green shirt and a man wearing a dark shirt stand in between two school buses and a charging station.\" width=\"2560\" height=\"1708\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-2048x1366.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Zum CEO Ritu Narayan (front) and COO Vivek Garg pose with the first of the 74 electric school buses it will be running in Oakland. \u003ccite>(Courtesy of Zum)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, that \u003ca href=\"https://edsource.org/2024/newsom-prioritizes-electric-school-buses-over-preschool-for-children-with-disabilities/712445\">proposal has proven controversial\u003c/a> among some education advocates and parents, as the money would come at the expense of the state’s Inclusive Early Education Expansion Program, which helps train preschool teachers to better serve children with disabilities.\u003c/p>\n\u003cp>“As a special education administrator and somebody who’s been in the special education field, I think students with disabilities are more important than electric buses,” Anthony Rebelo, chair of the Coalition for Adequate Funding for Special Education, \u003ca href=\"https://edsource.org/2024/newsom-prioritizes-electric-school-buses-over-preschool-for-children-with-disabilities/712445\">recently told EdSource\u003c/a>.\u003c/p>\n\u003cp>School bus driver Marjorie Urbina has been picking up and dropping off students in San Francisco for decades and has experience driving more than a dozen different types of school buses. She began working in Oakland two years ago and now drives for Zum on a contract basis.\u003c/p>\n\u003cp>Urbina said the Zum buses are much quieter and easier to clean, and the driver’s seat is more comfortable than other buses she’s driven.\u003c/p>\n\u003cp>The new buses also have driver-side tablets that display navigation tools and allow drivers and dispatchers to connect in real-time.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“With the new buses, we asked for certain things, like making the ceiling more soundproof to help diffuse the noise of the kids,” Urbina said, noting that those improvements have made her job a bit easier. “That atmosphere of having a quiet bus keeps the environment inside a little more relaxed.”\u003c/p>\n\n",
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"excerpt": "Many special education students in Oakland will ride on quieter and cleaner buses starting next school year, when Oakland Unified becomes the first major district in the country to launch an all-electric fleet of school buses. ",
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"title": "Oakland Schools Ditch Diesel With New All-Electric School Bus Fleet | KQED",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003cp>Oakland Unified will soon become the first major district in the country to host an all-electric fleet of school buses.\u003c/p>\n\u003cp>Some 1,300 special education students in the district, who have the option of riding the buses, can look forward to quieter and cleaner rides starting at the beginning of the next school year, in August. (Unlike some other Bay Area districts, OUSD does not offer busing for most of its students.)\u003c/p>\n\u003cp>In \u003ca href=\"https://www.facebook.com/ousdnews/posts/pfbid0KE5MdV5nv4LbQ993mYiZ7ZttedxMoJXF72n4LgaSx3ocPsneydKqp973nRiyHbwfl\">a Facebook post last month\u003c/a>, the district announced its new partnership with school transportation company Zum (pronounced ZOOM), based in Redwood City, which is providing and managing the 74-bus fleet.\u003c/p>\n\u003cp>\u003ca href=\"https://www.ridezum.com/blog/zum-launches-nations-first-100-electrified-bidirectional-v2g-school-bus-fleet-in-oakland-ca/\">Zum estimates\u003c/a> the buses will prevent about 25,000 tons of greenhouse gases from entering the environment each year — the amount it said that 74 diesel buses would likely produce.\u003c/p>\n\u003cp>The vehicles are all equipped with bidirectional chargers that replenish the buses overnight but can also enable them to serve as power sources when needed. Zum said its AI technology monitors the buses’ energy use and determines the best times to return power back to the grid while calculating the most efficient bus routes based on traffic patterns.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Families will also be able to use an app to track the buses their children are riding on and receive updates about delays, the company said.\u003c/p>\n\u003cp>As part of its initial five-year contract, OUSD will pay Zum $11.2 million a year to run the buses, according to Kimberly Raney, OUSD’s transportation director. About half of the district’s total costs for the service will be covered by federal, state and private grants, she said.\u003c/p>\n\u003cp>“It’s a true partnership of how we do what’s right for the kids,” Raney said. “Oakland is really the perfect place for this. We have a lot of special education kids who need to travel to school using our bus systems.”\u003c/p>\n\u003cp>Diesel exhaust is one of the main air pollutants in California and has been linked to an increased risk of lung cancer and aggravated asthma, among other negative health impacts.\u003c/p>\n\u003cp>A \u003ca href=\"https://scholarworks.sjsu.edu/cgi/viewcontent.cgi?article=1008&context=mcnair#:~:text=Visits%20in%20Oakland,-There%20is%20an&text=For%20West%20Oakland%20children%20aged,rate%20of%20421.9%20per%20100%2C000\">2017 study\u003c/a> found significantly elevated rates of asthma among children in West and East Oakland living near freeways, the port and other high-traffic corridors, with Black and Latino children making up more than 60% of Alameda County’s asthma-related hospitalizations.\u003c/p>\u003c/div>",
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"content": "\u003cdiv class=\"post-body\">\u003cp>“OUSD is the first, but there is an eagerness from federal, state, and local partners across the country to electrify their school bus fleets,” Ritu Narayan, Zum’s CEO and co-founder, said in an email. The company, she notes, already has existing contracts with smaller Southern California districts as well as contracts with San Francisco and Los Angeles school districts. “Our goal is to expand the program and have 10,000 electric school buses deployed across the country over the next several years.”\u003c/p>\n\u003cp>PG&E worked with Zum for two years to complete the large East Oakland charging site for the bus fleet, a project that required significant infrastructure upgrades, including the installation of a new transformer and 171 feet of underground infrastructure, according to Paul Doherty, a spokesperson for the utility.\u003c/p>\n\u003cp>Although OUSD is ahead of the curve in its bus electrification efforts, the district’s move marks a transition that most school districts in California will have to start making within the next decade. That’s due to \u003ca href=\"https://www.gov.ca.gov/wp-content/uploads/2023/10/AB-579-Signing-Message.pdf\">a 2023 state law\u003c/a> requiring all new or leased state school buses to be zero-emission beginning in 2035 — with extensions for rural school districts.\u003c/p>\n\u003cp>Gov. Gavin Newsom is pushing for the state to spend $1.8 billion over the next five years to help districts acquire more zero-emission buses and charging equipment.\u003c/p>\n\u003cp>The state Legislature had initially committed $500 million annually toward electric school buses for the next two school years. Newson’s budget plan would add nearly $400 million more to the pot for next year.\u003c/p>\n\u003cfigure id=\"attachment_11987992\" class=\"wp-caption alignnone\" style=\"max-width: 2560px\">\u003ca href=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11987992\" src=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg\" alt=\"A woman wearing a green shirt and a man wearing a dark shirt stand in between two school buses and a charging station.\" width=\"2560\" height=\"1708\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-scaled.jpg 2560w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-800x534.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1020x680.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-160x107.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1536x1025.jpg 1536w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-2048x1366.jpg 2048w, https://cdn.kqed.org/wp-content/uploads/sites/10/2024/05/Zum_0307_highres-1920x1281.jpg 1920w\" sizes=\"auto, (max-width: 2560px) 100vw, 2560px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Zum CEO Ritu Narayan (front) and COO Vivek Garg pose with the first of the 74 electric school buses it will be running in Oakland. \u003ccite>(Courtesy of Zum)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>However, that \u003ca href=\"https://edsource.org/2024/newsom-prioritizes-electric-school-buses-over-preschool-for-children-with-disabilities/712445\">proposal has proven controversial\u003c/a> among some education advocates and parents, as the money would come at the expense of the state’s Inclusive Early Education Expansion Program, which helps train preschool teachers to better serve children with disabilities.\u003c/p>\n\u003cp>“As a special education administrator and somebody who’s been in the special education field, I think students with disabilities are more important than electric buses,” Anthony Rebelo, chair of the Coalition for Adequate Funding for Special Education, \u003ca href=\"https://edsource.org/2024/newsom-prioritizes-electric-school-buses-over-preschool-for-children-with-disabilities/712445\">recently told EdSource\u003c/a>.\u003c/p>\n\u003cp>School bus driver Marjorie Urbina has been picking up and dropping off students in San Francisco for decades and has experience driving more than a dozen different types of school buses. She began working in Oakland two years ago and now drives for Zum on a contract basis.\u003c/p>\n\u003cp>Urbina said the Zum buses are much quieter and easier to clean, and the driver’s seat is more comfortable than other buses she’s driven.\u003c/p>\n\u003cp>The new buses also have driver-side tablets that display navigation tools and allow drivers and dispatchers to connect in real-time.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>“With the new buses, we asked for certain things, like making the ceiling more soundproof to help diffuse the noise of the kids,” Urbina said, noting that those improvements have made her job a bit easier. “That atmosphere of having a quiet bus keeps the environment inside a little more relaxed.”\u003c/p>\n\n\u003c/div>\u003c/p>",
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"id": "code-switch-life-kit",
"title": "Code Switch / Life Kit",
"info": "\u003cem>Code Switch\u003c/em>, which listeners will hear in the first part of the hour, has fearless and much-needed conversations about race. Hosted by journalists of color, the show tackles the subject of race head-on, exploring how it impacts every part of society — from politics and pop culture to history, sports and more.\u003cbr />\u003cbr />\u003cem>Life Kit\u003c/em>, which will be in the second part of the hour, guides you through spaces and feelings no one prepares you for — from finances to mental health, from workplace microaggressions to imposter syndrome, from relationships to parenting. The show features experts with real world experience and shares their knowledge. Because everyone needs a little help being human.\u003cbr />\u003cbr />\u003ca href=\"https://www.npr.org/podcasts/510312/codeswitch\">\u003cem>Code Switch\u003c/em> offical site and podcast\u003c/a>\u003cbr />\u003ca href=\"https://www.npr.org/lifekit\">\u003cem>Life Kit\u003c/em> offical site and podcast\u003c/a>\u003cbr />",
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"id": "commonwealth-club",
"title": "Commonwealth Club of California Podcast",
"info": "The Commonwealth Club of California is the nation's oldest and largest public affairs forum. As a non-partisan forum, The Club brings to the public airwaves diverse viewpoints on important topics. The Club's weekly radio broadcast - the oldest in the U.S., dating back to 1924 - is carried across the nation on public radio stations and is now podcasting. Our website archive features audio of our recent programs, as well as selected speeches from our long and distinguished history. This podcast feed is usually updated twice a week and is always un-edited.",
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"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg",
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"meta": {
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"source": "Commonwealth Club of California"
},
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"google": "https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw",
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"id": "forum",
"title": "Forum",
"tagline": "The conversation starts here",
"info": "KQED’s live call-in program discussing local, state, national and international issues, as well as in-depth interviews.",
"airtime": "MON-FRI 9am-11am, 10pm-11pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Forum-Podcast-Tile-703x703-1.jpg",
"imageAlt": "KQED Forum with Mina Kim and Alexis Madrigal",
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"order": 9
},
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"id": "freakonomics-radio",
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"officialWebsiteLink": "http://freakonomics.com/",
"airtime": "SUN 1am-2am, SAT 3pm-4pm",
"meta": {
"site": "radio",
"source": "WNYC"
},
"link": "/radio/program/freakonomics-radio",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/freakonomics-radio/id354668519",
"tuneIn": "https://tunein.com/podcasts/WNYC-Podcasts/Freakonomics-Radio-p272293/",
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},
"fresh-air": {
"id": "fresh-air",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory",
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"info": "A live production of NPR and WBUR Boston, in collaboration with stations across the country, Here & Now reflects the fluid world of news as it's happening in the middle of the day, with timely, in-depth news, interviews and conversation. Hosted by Robin Young, Jeremy Hobson and Tonya Mosley.",
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"hidden-brain": {
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"info": "Shankar Vedantam uses science and storytelling to reveal the unconscious patterns that drive human behavior, shape our choices and direct our relationships.",
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"airtime": "SUN 7pm-8pm",
"meta": {
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"source": "NPR"
},
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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",
"meta": {
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"link": "/radio/program/how-i-built-this",
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"apple": "https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2",
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"hyphenacion": {
"id": "hyphenacion",
"title": "Hyphenación",
"tagline": "Where conversation and cultura meet",
"info": "What kind of no sabo word is Hyphenación? For us, it’s about living within a hyphenation. Like being a third-gen Mexican-American from the Texas border now living that Bay Area Chicano life. Like Xorje! Each week we bring together a couple of hyphenated Latinos to talk all about personal life choices: family, careers, relationships, belonging … everything is on the table. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/03/Hyphenacion_FinalAssets_PodcastTile.png",
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"officialWebsiteLink": "/podcasts/hyphenacion",
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"order": 15
},
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},
"jerrybrown": {
"id": "jerrybrown",
"title": "The Political Mind of Jerry Brown",
"tagline": "Lessons from a lifetime in politics",
"info": "The Political Mind of Jerry Brown brings listeners the wisdom of the former Governor, Mayor, and presidential candidate. Scott Shafer interviewed Brown for more than 40 hours, covering the former governor's life and half-century in the political game – and Brown has some lessons he'd like to share. ",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/The-Political-Mind-of-Jerry-Brown-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/jerrybrown",
"meta": {
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"order": 18
},
"link": "/podcasts/jerrybrown",
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},
"latino-usa": {
"id": "latino-usa",
"title": "Latino USA",
"airtime": "MON 1am-2am, SUN 6pm-7pm",
"info": "Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg",
"officialWebsiteLink": "http://latinousa.org/",
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},
"link": "/radio/program/latino-usa",
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"apple": "https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory",
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"rss": "https://feeds.npr.org/510016/podcast.xml"
}
},
"marketplace": {
"id": "marketplace",
"title": "Marketplace",
"info": "Our flagship program, helmed by Kai Ryssdal, examines what the day in money delivered, through stories, conversations, newsworthy numbers and more. Updated Monday through Friday at about 3:30 p.m. PT.",
"airtime": "MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.marketplace.org/",
"meta": {
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"source": "American Public Media"
},
"link": "/radio/program/marketplace",
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},
"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"
},
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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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"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5",
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}
},
"morning-edition": {
"id": "morning-edition",
"title": "Morning Edition",
"info": "\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. Hosts Steve Inskeep, David Greene and Rachel Martin bring you the latest breaking news and features to prepare you for the day.",
"airtime": "MON-FRI 3am-9am",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Morning-Edition-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.npr.org/programs/morning-edition/",
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"link": "/radio/program/morning-edition"
},
"onourwatch": {
"id": "onourwatch",
"title": "On Our Watch",
"tagline": "Deeply-reported investigative journalism",
"info": "For decades, the process for how police police themselves has been inconsistent – if not opaque. In some states, like California, these proceedings were completely hidden. After a new police transparency law unsealed scores of internal affairs files, our reporters set out to examine these cases and the shadow world of police discipline. On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. Is it the officers, or the public they've sworn to serve?",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/On-Our-Watch-Podcast-Tile-703x703-1.jpg",
"imageAlt": "On Our Watch from NPR and KQED",
"officialWebsiteLink": "/podcasts/onourwatch",
"meta": {
"site": "news",
"source": "kqed",
"order": 11
},
"link": "/podcasts/onourwatch",
"subscribe": {
"apple": "https://podcasts.apple.com/podcast/id1567098962",
"google": "https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM2MC9wb2RjYXN0LnhtbD9zYz1nb29nbGVwb2RjYXN0cw",
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"rss": "https://feeds.npr.org/510360/podcast.xml"
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},
"on-the-media": {
"id": "on-the-media",
"title": "On The Media",
"info": "Our weekly podcast explores how the media 'sausage' is made, casts an incisive eye on fluctuations in the marketplace of ideas, and examines threats to the freedom of information and expression in America and abroad. For one hour a week, the show tries to lift the veil from the process of \"making media,\" especially news media, because it's through that lens that we see the world and the world sees us",
"airtime": "SUN 2pm-3pm, MON 12am-1am",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/onTheMedia.png",
"officialWebsiteLink": "https://www.wnycstudios.org/shows/otm",
"meta": {
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"source": "wnyc"
},
"link": "/radio/program/on-the-media",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/on-the-media/id73330715?mt=2",
"tuneIn": "https://tunein.com/radio/On-the-Media-p69/",
"rss": "http://feeds.wnyc.org/onthemedia"
}
},
"pbs-newshour": {
"id": "pbs-newshour",
"title": "PBS NewsHour",
"info": "Analysis, background reports and updates from the PBS NewsHour putting today's news in context.",
"airtime": "MON-FRI 3pm-4pm",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/PBS-News-Hour-Podcast-Tile-360x360-1.jpg",
"officialWebsiteLink": "https://www.pbs.org/newshour/",
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"source": "pbs"
},
"link": "/radio/program/pbs-newshour",
"subscribe": {
"apple": "https://itunes.apple.com/us/podcast/pbs-newshour-full-show/id394432287?mt=2",
"tuneIn": "https://tunein.com/radio/PBS-NewsHour---Full-Show-p425698/",
"rss": "https://www.pbs.org/newshour/feeds/rss/podcasts/show"
}
},
"perspectives": {
"id": "perspectives",
"title": "Perspectives",
"tagline": "KQED's series of daily listener commentaries since 1991",
"info": "KQED's series of daily listener commentaries since 1991.",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2025/01/Perspectives_Tile_Final.jpg",
"imageAlt": "KQED Perspectives",
"officialWebsiteLink": "/perspectives/",
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"source": "kqed",
"order": 14
},
"link": "/perspectives",
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"npr": "https://www.npr.org/podcasts/432309616/perspectives",
"rss": "https://ww2.kqed.org/perspectives/category/perspectives/feed/",
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},
"planet-money": {
"id": "planet-money",
"title": "Planet Money",
"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.",
"airtime": "SUN 3pm-4pm",
"imageSrc": "https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/planetmoney.jpg",
"officialWebsiteLink": "https://www.npr.org/sections/money/",
"meta": {
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"source": "npr"
},
"link": "/radio/program/planet-money",
"subscribe": {
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"apple": "https://itunes.apple.com/us/podcast/planet-money/id290783428?mt=2",
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"rss": "https://feeds.npr.org/510289/podcast.xml"
}
},
"politicalbreakdown": {
"id": "politicalbreakdown",
"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",
"imageSrc": "https://cdn.kqed.org/wp-content/uploads/2024/04/Political-Breakdown-2024-Podcast-Tile-703x703-1.jpg",
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"officialWebsiteLink": "/podcasts/politicalbreakdown",
"meta": {
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"source": "kqed",
"order": 5
},
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