Big Change for Big Rigs: California Unveils Mandate to Phase Out Diesel Trucks
Ballot Fight Over Electric Car Tax Splits Newsom From Fellow Democrats
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In the background of the image are cars in a mall parking lot in front of unidentified storefronts, a large, leafy green tree and a tall palm tree.","description":"Electric Vehicle charging station, Los Angeles, California ","imgSizes":{"medium":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-800x533.jpg","width":800,"height":533,"mimeType":"image/jpeg"},"large":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-1020x680.jpg","width":1020,"height":680,"mimeType":"image/jpeg"},"thumbnail":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-160x107.jpg","width":160,"height":107,"mimeType":"image/jpeg"},"1536x1536":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-1536x1024.jpg","width":1536,"height":1024,"mimeType":"image/jpeg"},"2048x2048":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-2048x1365.jpg","width":2048,"height":1365,"mimeType":"image/jpeg"},"post-thumbnail":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-672x372.jpg","width":672,"height":372,"mimeType":"image/jpeg"},"twentyfourteen-full-width":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-1038x576.jpg","width":1038,"height":576,"mimeType":"image/jpeg"},"full-width":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-1920x1280.jpg","width":1920,"height":1280,"mimeType":"image/jpeg"},"kqedFullSize":{"file":"https://ww2.kqed.org/app/uploads/sites/10/2022/09/GettyImages-1219033486-scaled.jpg","width":2560,"height":1707}},"fetchFailed":false,"isLoading":false}},"audioPlayerReducer":{"postId":"stream_live"},"authorsReducer":{"byline_news_11980088":{"type":"authors","id":"byline_news_11980088","meta":{"override":true},"slug":"byline_news_11980088","name":"\u003ca href=\"https://www.npr.org/people/348744968/camila-domonoske\">Camila Domonoske\u003c/a>, \u003ca href=\"https://www.npr.org/people/1134404086/michael-copley\">Michael Copley\u003c/a>","isLoading":false},"byline_news_11974466":{"type":"authors","id":"byline_news_11974466","meta":{"override":true},"slug":"byline_news_11974466","name":"\u003ca href=\"https://calmatters.org/author/alejandro-lazo/\">Alejandro Lazo\u003c/a>","isLoading":false},"byline_news_11971074":{"type":"authors","id":"byline_news_11971074","meta":{"override":true},"slug":"byline_news_11971074","name":"Camila Domonoske","isLoading":false},"byline_news_11960500":{"type":"authors","id":"byline_news_11960500","meta":{"override":true},"slug":"byline_news_11960500","name":"\u003ca href=\"https://calmatters.org/author/alejandro-lazo/\">Alejandro Lazo\u003c/a>","isLoading":false},"byline_news_11944855":{"type":"authors","id":"byline_news_11944855","meta":{"override":true},"slug":"byline_news_11944855","name":"\u003ca href=\"https://calmatters.org/author/nadia-lopez/\">Nadia Lopez\u003c/a> and \u003ca href=\"https://calmatters.org/author/ericayee/\">Erica Yee\u003c/a>","isLoading":false},"byline_news_11937772":{"type":"authors","id":"byline_news_11937772","meta":{"override":true},"slug":"byline_news_11937772","name":"Nadia Lopez","isLoading":false},"byline_news_11932078":{"type":"authors","id":"byline_news_11932078","meta":{"override":true},"slug":"byline_news_11932078","name":"\u003ca href=\"https://calmatters.org/author/ben-christopher/\">Ben Christopher\u003c/a>","isLoading":false},"byline_news_11926059":{"type":"authors","id":"byline_news_11926059","meta":{"override":true},"slug":"byline_news_11926059","name":"\u003ca href=\"https://calmatters.org/author/nadia-lopez/\">Nadia Lopez\u003c/a>","isLoading":false},"kevinstark":{"type":"authors","id":"11608","meta":{"index":"authors_1591205172","id":"11608","found":true},"name":"Kevin Stark","firstName":"Kevin","lastName":"Stark","slug":"kevinstark","email":"kstark@kqed.org","display_author_email":true,"staff_mastheads":["science"],"title":"Senior Editor","bio":"Kevin is a senior editor for KQED Science, managing the station's health and climate desks. His journalism career began in the Pacific Northwest, and he later became a lead reporter for the San Francisco Public Press. His work has appeared in Pacific Standard magazine, the Energy News Network, the Center for Investigative Reporting's Reveal and WBEZ in Chicago. Kevin joined KQED in 2019, and has covered issues related to energy, wildfire, climate change and the environment.","avatar":"https://secure.gravatar.com/avatar/1f646bf546a63d638e04ff23b52b0e79?s=600&d=blank&r=g","twitter":"starkkev","facebook":null,"instagram":null,"linkedin":null,"sites":[{"site":"","roles":["editor"]},{"site":"news","roles":["editor"]},{"site":"science","roles":["administrator"]}],"headData":{"title":"Kevin Stark | KQED","description":"Senior 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FM","link":"/"}},"news_11980088":{"type":"posts","id":"news_11980088","meta":{"index":"posts_1591205157","site":"news","id":"11980088","score":null,"sort":[1710963036000]},"guestAuthors":[],"slug":"in-boost-for-electric-vehicles-epa-sets-strict-limits-on-tailpipe-emissions","title":"EPA Finalizes Strict New Rules Limiting Tailpipe Emissions in Boost for Electric Vehicles","publishDate":1710963036,"format":"standard","headTitle":"EPA Finalizes Strict New Rules Limiting Tailpipe Emissions in Boost for Electric Vehicles | KQED","labelTerm":{"term":253,"site":"news"},"content":"\u003cp>After nearly a year of frantic lobbying and debate, the EPA has finalized strict new rules on vehicle emissions that will push the auto industry to accelerate its transition to electric vehicles.\u003c/p>\n\u003cp>The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that \u003ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/\">President Biden set in 2021\u003c/a>.\u003c/p>\n\u003cp>The regulations are a cornerstone of the Biden administration’s efforts to fight climate change.\u003c/p>\n\u003cp>Combined with investments the U.S. is making in battery and electric vehicle manufacturing, the auto regulations will help shift the U.S. away from relying on fossil fuels for transportation, a senior administration official said during a call with reporters.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cdiv>\n\u003cp>“Three years ago, I set an ambitious target: that half of all new cars and trucks sold in 2030 would be zero-emission,” Biden said in a statement, adding that the country will meet that goal “and race forward in the years ahead.”\u003c/p>\n\u003cp>Biden added that U.S. workers “will lead the world on autos making clean cars and trucks, each stamped ‘Made in America.'”\u003c/p>\n\u003cp>The new rules require auto manufacturers to slash emissions of greenhouse gases like carbon dioxide that are heating the planet, as well as air pollutants that contribute to soot and smog. The administration said the new standards will avoid more than 7 billion tons of carbon dioxide emissions and deliver almost $100 billion in annual benefits, including $13 billion in health benefits as a result of less pollution.\u003c/p>\n\u003cp>“That’s going to have immediate benefits in improving air quality, but also improving people’s health,” Cara Cook, director of programs at the Alliance of Nurses for Healthy Environments, told reporters ahead of the EPA’s announcement. “So they’re not breathing in dirty air, especially for those who are living near major roadways and highways, heavy traffic [areas]. Those are the ones that are going to really experience a significant amount of benefits from these rules.”\u003c/p>\n\u003ch2>Entire fleets, not individual cars, must meet strict rules\u003c/h2>\n\u003cp>The rules cover light- and medium-duty vehicles — cars, SUVs, vans and pickup trucks, but not 18-wheelers — from model years 2027 to 2032.\u003c/p>\n\u003cp>For light-duty vehicles, the EPA expects the rules will result in an industry-wide average emissions target of 85 grams of carbon dioxide per mile, representing an almost 50% reduction compared to existing standards for model year 2026 vehicles. The agency expects the average CO2 emissions target for medium-duty vehicles to fall by 44%.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Cara Cook, director of programs, Alliance of Nurses for Healthy Environments\"]‘That’s going to have immediate benefits in improving air quality, but also improving people’s health. … especially for those who are living near major roadways and highways.’[/pullquote]The EPA rules are not written as an EV mandate or a ban on the sale of gas cars, like some states and other countries have adopted. Instead, the EPA sets standards that apply across an entire fleet — meaning an automaker still can make vehicles with higher emissions, as long as they also make enough very low or zero-emission vehicles that it averages out.\u003c/p>\n\u003cp>That means over the next decade, automakers can continue offering a range of vehicle types, but the “menu” available to consumers will shift to be cleaner overall.\u003c/p>\n\u003cp>The rules will likely drive a shift not just among automakers but among their suppliers and in infrastructure, said Thomas Boylan, regulatory director at the Zero Emission Transportation Association, which advocates for electric vehicles.\u003c/p>\n\u003cp>“I think it creates a substantial tailwind in the EV market itself, but I think it’s even more pronounced throughout the supply chain” for things like parts manufacturing and charging infrastructure, Boylan said.\u003c/p>\n\u003cp>“It’s really that full supply chain that has an additional level of certainty with these types of rules.”\u003c/p>\n\u003cp>The EPA said consumers can also opt for gas-powered vehicles with particulate filters and gas-electric hybrids.\u003c/p>\n\u003cp>Electric vehicles have higher price tags, on average, than gas-powered vehicles, although the gap has been narrowing and federal tax credits sometimes exceed the difference. Consumer groups have expressed\u003ca href=\"https://advocacy.consumerreports.org/research/clean-vehicle-standards-deliver-benefits-for-consumers/\"> support\u003c/a> for the EPA’s rules, noting that EVs save drivers money over the life of the vehicle because it’s almost always cheaper to charge than to fuel up. Researchers last year found the proposed rule would\u003ca href=\"https://www.resources.org/common-resources/new-proposed-emissions-standards-for-passenger-vehicles-who-benefits-the-most/\"> save all drivers money\u003c/a>, with the biggest savings for lower-income Americans.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Chris Harto, senior policy analyst for transportation and energy, Consumer Reports\"]‘This is one of the biggest pieces of climate regulation in history.’[/pullquote]The EPA said it expects the new rules will deliver fuel savings to consumers of up to $46 billion annually, plus savings on maintenance and repairs that the agency values at $16 billion annually.\u003c/p>\n\u003cp>“This is one of the biggest pieces of climate regulation in history,” Chris Harto, senior policy analyst for transportation and energy at Consumer Reports, said on a call with reporters.\u003c/p>\n\u003cp>“It’s going to have opponents,” Harto added because the money consumers will save is “coming out of the pockets of the oil industry.”\u003c/p>\n\u003cp>In addition to reducing greenhouse gas emissions, the rules also call for reducing other types of tailpipe pollution. A senior Biden administration official said those pollution regulations will reduce hospitalizations and prevent 2,500 premature deaths in 2055.\u003c/p>\n\u003ch2>Auto industry asked for a slower start\u003c/h2>\n\u003cp>The auto industry is in the midst of a dramatic transformation, with virtually all major companies pivoting toward making electric vehicles — albeit at different speeds.\u003c/p>\n\u003cp>In the U.S., EV sales increased by 50% last year to just under 10% of new car sales. Automakers are also looking to Europe and China, which have embraced the idea of an electric future and are shifting their global plans accordingly.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11980045,news_11974466,science_1991185\"]But U.S. charging infrastructure is not increasing fast enough to keep pace with EV growth. Most EVs for sale right now are luxury vehicles, with relatively fewer options on the cheaper end of the scale. And, significantly, legacy automakers are making far more money on their gas-powered vehicles than their EVs, some of which are not yet profitable at all.\u003c/p>\n\u003cp>The Alliance for Automotive Innovation, a trade group representing auto manufacturers, asked the EPA to adjust the timeline for the new rules, dialing down the ambition for the next few years and then cranking up the pace toward the end of the time frame. The United Auto Workers union made a similar appeal.\u003c/p>\n\u003cp>The approach reflected what the Alliance calls a “Goldilocks problem”: Automakers see huge risks if they move too slowly \u003cem>or \u003c/em>too quickly toward EVs.\u003c/p>\n\u003cp>Of course, the auto industry is not a monolith. All-electric automakers like Tesla and Rivian encouraged the EPA to set even more stringent rules. Dealers, who have generally been more skeptical of EVs than manufacturers, sharply criticized the EPA’s original proposed rules.\u003c/p>\n\u003cp>The final rules the EPA settled on reflect the input from automakers, labor unions and car dealers, a senior administration official said. Manufacturers will be able to make more gradual cuts to emissions in the early years, the official said, but the rules will ultimately deliver the same reductions as the agency’s initial proposal.\u003c/p>\n\u003ch2>The oil industry is fundamentally opposed\u003c/h2>\n\u003cp>The oil industry, meanwhile, has been an even more vocal critic of these rules and other policies promoting EVs. Rising adoption of electric vehicles is expected to reduce oil demand over time, although it will take decades for the global fleet of vehicles to turn over.\u003c/p>\n\u003cp>Oil trade groups call the new EPA rule a ban on gas-powered cars, although the regulations allow the continued sale of gas vehicles. The American Petroleum Institute has\u003ca href=\"https://www.api.org/news-policy-and-issues/blog/2023/07/11/epas-tailpipe-emissions-rule-threatens-freedom-reliability-security\"> said\u003c/a> the rule “threatens consumer freedom, energy reliability and national security.”\u003c/p>\n\u003cp>The American Fuel and Petrochemical Manufacturers, which has spent millions on ads against the EPA rules and other policies, also criticized the EPA for not considering the environmental impact of manufacturing a giant battery or charging an EV. A\u003ca href=\"https://theicct.org/publication/a-global-comparison-of-the-life-cycle-greenhouse-gas-emissions-of-combustion-engine-and-electric-passenger-cars/\"> large body of research\u003c/a> has found that even\u003ca href=\"https://www.osti.gov/biblio/1875764/\"> with those impacts factored in\u003c/a>, EVs are still\u003ca href=\"https://www.ucsusa.org/resources/driving-cleaner\"> vastly better for the planet\u003c/a> than comparable fossil fuel vehicles. It’s true, however, that larger, less efficient EVs have a bigger environmental footprint than smaller ones.\u003c/p>\n\u003cp>But the oil industry’s opposition goes even further. The attorney general of Texas has previously\u003ca href=\"https://climatecasechart.com/case/texas-v-epa-2/\"> filed a lawsuit\u003c/a> challenging the EPA’s authority to set rules designed to promote electric vehicles. Multiple oil trade groups backed Texas in the case. The auto industry sided with the EPA, noting that carmakers are investing billions in going electric and that reducing greenhouse gas emissions is a “national priority.”\u003c/p>\n\u003cp>In fact, cutting greenhouse gas emissions is a global priority. The world \u003ca href=\"https://www.npr.org/2023/12/13/1218125835/climate-talks-end-on-a-first-ever-call-for-the-world-to-move-away-from-fossil-fu\">has now agreed\u003c/a> that transitioning away from fossil fuels is key to reducing the devastating impacts of climate change that, even in the best-case scenario, will disrupt ecosystems and human lives around the world.\u003c/p>\n\u003cp>And as the EPA sets rules designed to accelerate the shift away from fossil fuels, carmakers and oil producers are responding very differently.\u003c/p>\n\u003cp>The auto industry sees a profitable zero-emissions future — if it can figure out how (and when) to get there. The oil industry is fighting to defend its core product.\u003c/p>\n\u003cp>On a call with reporters earlier this month, Chet Thompson, the CEO of the AFPM, lambasted media reports that the EPA was considering a “compromise” that would give the auto industry a few more years of more lenient standards, buying companies time to prepare for the EV transition.\u003c/p>\n\u003cp>Thompson emphasized that the EPA rules would still fundamentally aim to make most cars sold in the U.S. run on batteries.\u003c/p>\n\u003cp>“At 2032, it’s the same outcome,” Thompson said, frustrated. “This administration should not be calling that a compromise when, in fact, they want to take us to the same place.”\u003c/p>\n\u003c/div>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that President Biden set in 2021.","status":"publish","parent":0,"modified":1710965993,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":40,"wordCount":1748},"headData":{"title":"EPA Finalizes Strict New Rules Limiting Tailpipe Emissions in Boost for Electric Vehicles | KQED","description":"The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that President Biden set in 2021.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"EPA Finalizes Strict New Rules Limiting Tailpipe Emissions in Boost for Electric Vehicles","datePublished":"2024-03-20T19:30:36.000Z","dateModified":"2024-03-20T20:19:53.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"sticky":false,"nprByline":"\u003ca href=\"https://www.npr.org/people/348744968/camila-domonoske\">Camila Domonoske\u003c/a>, \u003ca href=\"https://www.npr.org/people/1134404086/michael-copley\">Michael Copley\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11980088/in-boost-for-electric-vehicles-epa-sets-strict-limits-on-tailpipe-emissions","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>After nearly a year of frantic lobbying and debate, the EPA has finalized strict new rules on vehicle emissions that will push the auto industry to accelerate its transition to electric vehicles.\u003c/p>\n\u003cp>The EPA expects that under the new rules, EVs could account for up to 56% of new passenger vehicles sold for model years 2030 through 2032, meeting a goal that \u003ca href=\"https://www.whitehouse.gov/briefing-room/statements-releases/2021/08/05/fact-sheet-president-biden-announces-steps-to-drive-american-leadership-forward-on-clean-cars-and-trucks/\">President Biden set in 2021\u003c/a>.\u003c/p>\n\u003cp>The regulations are a cornerstone of the Biden administration’s efforts to fight climate change.\u003c/p>\n\u003cp>Combined with investments the U.S. is making in battery and electric vehicle manufacturing, the auto regulations will help shift the U.S. away from relying on fossil fuels for transportation, a senior administration official said during a call with reporters.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cdiv>\n\u003cp>“Three years ago, I set an ambitious target: that half of all new cars and trucks sold in 2030 would be zero-emission,” Biden said in a statement, adding that the country will meet that goal “and race forward in the years ahead.”\u003c/p>\n\u003cp>Biden added that U.S. workers “will lead the world on autos making clean cars and trucks, each stamped ‘Made in America.'”\u003c/p>\n\u003cp>The new rules require auto manufacturers to slash emissions of greenhouse gases like carbon dioxide that are heating the planet, as well as air pollutants that contribute to soot and smog. The administration said the new standards will avoid more than 7 billion tons of carbon dioxide emissions and deliver almost $100 billion in annual benefits, including $13 billion in health benefits as a result of less pollution.\u003c/p>\n\u003cp>“That’s going to have immediate benefits in improving air quality, but also improving people’s health,” Cara Cook, director of programs at the Alliance of Nurses for Healthy Environments, told reporters ahead of the EPA’s announcement. “So they’re not breathing in dirty air, especially for those who are living near major roadways and highways, heavy traffic [areas]. Those are the ones that are going to really experience a significant amount of benefits from these rules.”\u003c/p>\n\u003ch2>Entire fleets, not individual cars, must meet strict rules\u003c/h2>\n\u003cp>The rules cover light- and medium-duty vehicles — cars, SUVs, vans and pickup trucks, but not 18-wheelers — from model years 2027 to 2032.\u003c/p>\n\u003cp>For light-duty vehicles, the EPA expects the rules will result in an industry-wide average emissions target of 85 grams of carbon dioxide per mile, representing an almost 50% reduction compared to existing standards for model year 2026 vehicles. The agency expects the average CO2 emissions target for medium-duty vehicles to fall by 44%.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘That’s going to have immediate benefits in improving air quality, but also improving people’s health. … especially for those who are living near major roadways and highways.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Cara Cook, director of programs, Alliance of Nurses for Healthy Environments","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The EPA rules are not written as an EV mandate or a ban on the sale of gas cars, like some states and other countries have adopted. Instead, the EPA sets standards that apply across an entire fleet — meaning an automaker still can make vehicles with higher emissions, as long as they also make enough very low or zero-emission vehicles that it averages out.\u003c/p>\n\u003cp>That means over the next decade, automakers can continue offering a range of vehicle types, but the “menu” available to consumers will shift to be cleaner overall.\u003c/p>\n\u003cp>The rules will likely drive a shift not just among automakers but among their suppliers and in infrastructure, said Thomas Boylan, regulatory director at the Zero Emission Transportation Association, which advocates for electric vehicles.\u003c/p>\n\u003cp>“I think it creates a substantial tailwind in the EV market itself, but I think it’s even more pronounced throughout the supply chain” for things like parts manufacturing and charging infrastructure, Boylan said.\u003c/p>\n\u003cp>“It’s really that full supply chain that has an additional level of certainty with these types of rules.”\u003c/p>\n\u003cp>The EPA said consumers can also opt for gas-powered vehicles with particulate filters and gas-electric hybrids.\u003c/p>\n\u003cp>Electric vehicles have higher price tags, on average, than gas-powered vehicles, although the gap has been narrowing and federal tax credits sometimes exceed the difference. Consumer groups have expressed\u003ca href=\"https://advocacy.consumerreports.org/research/clean-vehicle-standards-deliver-benefits-for-consumers/\"> support\u003c/a> for the EPA’s rules, noting that EVs save drivers money over the life of the vehicle because it’s almost always cheaper to charge than to fuel up. Researchers last year found the proposed rule would\u003ca href=\"https://www.resources.org/common-resources/new-proposed-emissions-standards-for-passenger-vehicles-who-benefits-the-most/\"> save all drivers money\u003c/a>, with the biggest savings for lower-income Americans.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘This is one of the biggest pieces of climate regulation in history.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Chris Harto, senior policy analyst for transportation and energy, Consumer Reports","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The EPA said it expects the new rules will deliver fuel savings to consumers of up to $46 billion annually, plus savings on maintenance and repairs that the agency values at $16 billion annually.\u003c/p>\n\u003cp>“This is one of the biggest pieces of climate regulation in history,” Chris Harto, senior policy analyst for transportation and energy at Consumer Reports, said on a call with reporters.\u003c/p>\n\u003cp>“It’s going to have opponents,” Harto added because the money consumers will save is “coming out of the pockets of the oil industry.”\u003c/p>\n\u003cp>In addition to reducing greenhouse gas emissions, the rules also call for reducing other types of tailpipe pollution. A senior Biden administration official said those pollution regulations will reduce hospitalizations and prevent 2,500 premature deaths in 2055.\u003c/p>\n\u003ch2>Auto industry asked for a slower start\u003c/h2>\n\u003cp>The auto industry is in the midst of a dramatic transformation, with virtually all major companies pivoting toward making electric vehicles — albeit at different speeds.\u003c/p>\n\u003cp>In the U.S., EV sales increased by 50% last year to just under 10% of new car sales. Automakers are also looking to Europe and China, which have embraced the idea of an electric future and are shifting their global plans accordingly.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11980045,news_11974466,science_1991185"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>But U.S. charging infrastructure is not increasing fast enough to keep pace with EV growth. Most EVs for sale right now are luxury vehicles, with relatively fewer options on the cheaper end of the scale. And, significantly, legacy automakers are making far more money on their gas-powered vehicles than their EVs, some of which are not yet profitable at all.\u003c/p>\n\u003cp>The Alliance for Automotive Innovation, a trade group representing auto manufacturers, asked the EPA to adjust the timeline for the new rules, dialing down the ambition for the next few years and then cranking up the pace toward the end of the time frame. The United Auto Workers union made a similar appeal.\u003c/p>\n\u003cp>The approach reflected what the Alliance calls a “Goldilocks problem”: Automakers see huge risks if they move too slowly \u003cem>or \u003c/em>too quickly toward EVs.\u003c/p>\n\u003cp>Of course, the auto industry is not a monolith. All-electric automakers like Tesla and Rivian encouraged the EPA to set even more stringent rules. Dealers, who have generally been more skeptical of EVs than manufacturers, sharply criticized the EPA’s original proposed rules.\u003c/p>\n\u003cp>The final rules the EPA settled on reflect the input from automakers, labor unions and car dealers, a senior administration official said. Manufacturers will be able to make more gradual cuts to emissions in the early years, the official said, but the rules will ultimately deliver the same reductions as the agency’s initial proposal.\u003c/p>\n\u003ch2>The oil industry is fundamentally opposed\u003c/h2>\n\u003cp>The oil industry, meanwhile, has been an even more vocal critic of these rules and other policies promoting EVs. Rising adoption of electric vehicles is expected to reduce oil demand over time, although it will take decades for the global fleet of vehicles to turn over.\u003c/p>\n\u003cp>Oil trade groups call the new EPA rule a ban on gas-powered cars, although the regulations allow the continued sale of gas vehicles. The American Petroleum Institute has\u003ca href=\"https://www.api.org/news-policy-and-issues/blog/2023/07/11/epas-tailpipe-emissions-rule-threatens-freedom-reliability-security\"> said\u003c/a> the rule “threatens consumer freedom, energy reliability and national security.”\u003c/p>\n\u003cp>The American Fuel and Petrochemical Manufacturers, which has spent millions on ads against the EPA rules and other policies, also criticized the EPA for not considering the environmental impact of manufacturing a giant battery or charging an EV. A\u003ca href=\"https://theicct.org/publication/a-global-comparison-of-the-life-cycle-greenhouse-gas-emissions-of-combustion-engine-and-electric-passenger-cars/\"> large body of research\u003c/a> has found that even\u003ca href=\"https://www.osti.gov/biblio/1875764/\"> with those impacts factored in\u003c/a>, EVs are still\u003ca href=\"https://www.ucsusa.org/resources/driving-cleaner\"> vastly better for the planet\u003c/a> than comparable fossil fuel vehicles. It’s true, however, that larger, less efficient EVs have a bigger environmental footprint than smaller ones.\u003c/p>\n\u003cp>But the oil industry’s opposition goes even further. The attorney general of Texas has previously\u003ca href=\"https://climatecasechart.com/case/texas-v-epa-2/\"> filed a lawsuit\u003c/a> challenging the EPA’s authority to set rules designed to promote electric vehicles. Multiple oil trade groups backed Texas in the case. The auto industry sided with the EPA, noting that carmakers are investing billions in going electric and that reducing greenhouse gas emissions is a “national priority.”\u003c/p>\n\u003cp>In fact, cutting greenhouse gas emissions is a global priority. The world \u003ca href=\"https://www.npr.org/2023/12/13/1218125835/climate-talks-end-on-a-first-ever-call-for-the-world-to-move-away-from-fossil-fu\">has now agreed\u003c/a> that transitioning away from fossil fuels is key to reducing the devastating impacts of climate change that, even in the best-case scenario, will disrupt ecosystems and human lives around the world.\u003c/p>\n\u003cp>And as the EPA sets rules designed to accelerate the shift away from fossil fuels, carmakers and oil producers are responding very differently.\u003c/p>\n\u003cp>The auto industry sees a profitable zero-emissions future — if it can figure out how (and when) to get there. The oil industry is fighting to defend its core product.\u003c/p>\n\u003cp>On a call with reporters earlier this month, Chet Thompson, the CEO of the AFPM, lambasted media reports that the EPA was considering a “compromise” that would give the auto industry a few more years of more lenient standards, buying companies time to prepare for the EV transition.\u003c/p>\n\u003cp>Thompson emphasized that the EPA rules would still fundamentally aim to make most cars sold in the U.S. run on batteries.\u003c/p>\n\u003cp>“At 2032, it’s the same outcome,” Thompson said, frustrated. “This administration should not be calling that a compromise when, in fact, they want to take us to the same place.”\u003c/p>\n\u003c/div>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11980088/in-boost-for-electric-vehicles-epa-sets-strict-limits-on-tailpipe-emissions","authors":["byline_news_11980088"],"categories":["news_8","news_356","news_248","news_1397"],"tags":["news_23716","news_19204","news_22457","news_21506","news_31508","news_3187","news_30923"],"affiliates":["news_253"],"featImg":"news_11980096","label":"news_253"},"news_11974466":{"type":"posts","id":"news_11974466","meta":{"index":"posts_1591205157","site":"news","id":"11974466","score":null,"sort":[1706887833000]},"guestAuthors":[],"slug":"californians-boost-electric-vehicle-purchases-as-industry-eyes-slowdown","title":"Californians Boost Electric Vehicle Purchases as Industry Eyes Slowdown","publishDate":1706887833,"format":"standard","headTitle":"Californians Boost Electric Vehicle Purchases as Industry Eyes Slowdown | KQED","labelTerm":{},"content":"\u003cp>Has California’s transition to electric cars hit some bumps in the road? Even though Californians are buying them in record numbers, several industry setbacks have been reported in recent months.\u003c/p>\n\u003cp>The rental car company Hertz is selling \u003ca href=\"https://www.sec.gov/ix?doc=/Archives/edgar/data/47129/000165785324000010/htz-20240111.htm\">about a third of its global electric vehicle fleet\u003c/a>, replacing them with gas-powered vehicles. In January, Ford announced that it was \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2024/01/19/ford-adds-third-crew-to-meet-demand-for-bronco-and-ranger--reduc.html\">reducing production\u003c/a> of its F-150 Lightning electric pickup truck after \u003ca href=\"https://calmatters.org/environment/climate-change/2023/05/california-electric-cars-ford-f150/\">scaling it up last year\u003c/a>.\u003c/p>\n\u003cp>Tesla sales in California dropped 10% in the last three months of 2023 when compared to the same quarter a year earlier, according to \u003ca href=\"https://www.cncda.org/wp-content/uploads/Cal-Covering-4Q-23.pdf#page=6\">data from the California New Car Dealers Association\u003c/a>. And some automakers \u003ca href=\"https://www.nytimes.com/2023/07/17/business/ford-f150-lightning-electric-vehicle-prices.html\">last year announced production cutbacks\u003c/a> and delays in new electric models.\u003c/p>\n\u003cp>Today, the California Energy Commission provided another piece of the puzzle: Sales of electric cars in California reached \u003ca href=\"https://www.veloz.org/q4-2023-data-shows-a-29-percent-year-over-year-increase/\">record levels last year\u003c/a>, with 446,961 sold, up 29% from 2022, according to Veloz, a nonprofit that works with the commission to promote electric vehicle growth in California.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>But while sales of electric cars are still growing, it’s a slower pace of growth than the previous year: 2022 sales increased 38% from 2021.\u003c/p>\n\u003cp>During the final three months of 2023, Californians purchased 103,127 electric cars, an 8% increase over the same period in 2022. Fourth quarter sales last year were down 14% from the third quarter. But sales typically slow in the fourth quarter, and higher interest rates may have played a role, the commission said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Electric vehicle sales were up 29% in 2023, though they slowed at yearu2019s end\" aria-label=\"Column Chart\" id=\"datawrapper-chart-mBG1J\" src=\"https://datawrapper.dwcdn.net/mBG1J/1/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"400\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Nick Nigro, founder of Atlas Public Policy, which researches the electric car market, said the transition to electric cars might be slower than some automakers and experts anticipated.\u003c/p>\n\u003cp>“Recognize where we are in a once-in-a-century transition — we’re in the very early stages,” Nigro said. “Even though EVs have been around for about 14 years, in this current iteration, they only really started to pick up sales nationally in the last five years or so.”\u003c/p>\n\u003cp>“It’s no surprise that the industry is going to have to adjust their expectations,” he added.\u003c/p>\n\u003cp>So far, the increased market share for electric vehicles means California is moving toward hitting its goals: Electric vehicles in California made up 25% of the new car market last year, up from nearly 19% in 2022. The state has \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">mandated \u003c/a>that 35% of new 2026 cars sold must be zero-emissions, ramping up to 68% in 2030 and 100% in 2035. [pullquote size=\"medium\" align=\"right\" citation=\"Nick Nigro, founder, Atlas Public Policy, which researches the electric car market\"]‘Even though EVs have been around for about 14 years, in this current iteration, they only really started to pick up sales nationally in the last five years or so.’[/pullquote]“Transportation electrification is rapidly unfolding,” David Hochschild, chair of the California Energy Commission, said in a recorded video announcement.\u003c/p>\n\u003cp>Nationally, an estimated 1.2 million electric vehicles were sold in 2023, which is also \u003ca href=\"https://www.coxautoinc.com/market-insights/q4-2023-ev-sales/\">a record, according to Kelley Blue Book\u003c/a>.\u003c/p>\n\u003cp>The pace of California’s transition matters because it is far above America’s leader in sales. A rapid transition to electric vehicles is also key to slashing greenhouse gases responsible for climate change.\u003c/p>\n\u003cp>When originally introduced, Ford’s electric F-150 Lightning was so popular it had a \u003ca href=\"https://www.kbb.com/car-news/ford-closes-reservations-for-f-150-lightning-has-3-year-backlog/\">three-year waiting list\u003c/a>. But in January, the company said it was \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2024/01/19/ford-adds-third-crew-to-meet-demand-for-bronco-and-ranger--reduc.html\">cutting production\u003c/a> at its Rouge Electric Vehicle Center in Dearborn, Michigan, from two shifts to one, with some workers transferred to factories assembling gas-powered cars. Sales of the electric truck were up 55% in 2023, and Ford projected “further growth for 2024” but said it was making the changes to better meet customer demand for its pickups.\u003c/p>\n\u003cp>Daniel Sperling, director of the Institute for Transportation Studies at UC Davis, cautioned about reading too much into the slowed-down production of the Ford F-150 Lightning. One interpretation, he said, is that the pickup truck might just simply not be the right product, calling it a “retrofitted vehicle” in which “they just pulled out the drive.”\u003c/p>\n\u003cp>What’s more, there could be broader financial reasons for the F-150 Lightning slowdown. Sales of all cars slowed last year, and legacy automakers faced cash flow challenges and a strike from the United Auto Workers union.\u003c/p>\n\u003cp>“They’ve got financial challenges, so if they can come up with an excuse to slow down their investments, they’re going to do it,” Sperling said. “But every one of them is just delaying. Not one of them is canceling.”\u003c/p>\n\u003cp>Hertz said it was selling its 20,000 electric car fleet earlier this year. In an \u003ca href=\"https://www.nytimes.com/2024/01/11/business/hertz-electric-vehicles-tesla.html\">interview with \u003cem>The New York Times\u003c/em>\u003c/a>, Hertz Chief Executive Stephen Scherr blamed price cuts by Tesla for lowering the resale value of the cars and added that they were more expensive to repair and more likely to be involved in collisions.\u003c/p>\n\u003cp>Last year, sales by Tesla, by far the leader in electric vehicle sales, sold 230,589 cars, up from 185,090 in 2022, \u003ca href=\"https://www.cncda.org/wp-content/uploads/Cal-Covering-4Q-23.pdf#page=6\">according to the California New Car Dealers Association\u003c/a>. But sales dropped in the year’s final three months to 47,592 from 52,782 over the same period the year before. Analysts say various factors, such as lower resale value after Tesla’s sticker prices dropped, may be at play.\u003c/p>\n\u003cp>One of the biggest problems facing electric car adoption across the U.S. — and the world — is the need for more seamless charging.\u003c/p>\n\u003cp>A lack of adequate public chargers has become a major impediment as customers begin to weigh electric cars as an alternative to gas-powered vehicles. To that end, the Biden administration is pouring some $\u003ca href=\"https://www.scientificamerican.com/article/biden-pours-623-million-into-ev-charging-void\">623 million into charging projects\u003c/a> across the nation, with California getting $168.5 million.\u003c/p>\n\u003cp>While California is meeting its goals for new \u003ca href=\"https://www.gov.ca.gov/2023/04/21/california-surpasses-1-5-million-zevs-goal-two-years-ahead-of-schedule/\">electric car\u003c/a> and \u003ca href=\"https://www.gov.ca.gov/2023/10/23/california-hit-zev-truck-sales-goal-two-years-ahead-of-schedule/#:~:text=The%20goal%20%E2%80%93%206%25%20of%20new,years%20before%20the%202025%20goal.\">truck\u003c/a> sales, the state is projecting that it will need a much more robust electric charging network to support its ban on new gasoline-powered cars by 2035 and serve all drivers statewide. [aside postID=science_1991185 hero='https://cdn.kqed.org/wp-content/uploads/sites/35/2024/01/240122-EV-CHARGING-AP-RV-KQED-1020x663.jpg']An \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">Energy Commission report\u003c/a> projects that California will need 1.01 million non-private chargers by 2030, and 2.11 million by 2035. It now has only 93,000, \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/electric-vehicle\">according to \u003c/a>Energy Commission data. The state has met at least one important charging infrastructure goal, \u003ca href=\"https://www.gov.ca.gov/2023/09/18/charging-ahead-california-achieves-yet-another-ev-goal-ahead-of-schedule-as-more-dollars-go-to-communities-to-support-transition/#:~:text=NEW%20YORK%20%E2%80%93%20Today%2C%20during%20Climate,harmed%20by%20pollution%20and%20the\">installing 10,000-plus fast chargers last September\u003c/a>.\u003c/p>\n\u003cp>Its budget issues could also stymie California’s efforts to support electric car sales. Last year, California\u003ca href=\"https://calmatters.org/environment/2023/09/california-electric-car-rebates/\"> eliminated its popular electric car rebate program\u003c/a> to focus on providing subsidies only to lower-income car buyers through the Clean Cars 4 All program, which has strict income limits.\u003c/p>\n\u003cp>This year, Gov. Gavin Newsom has proposed a three-year delay for additional funding for that program, along with other programs to increase lower-income Californians’ access to cars.\u003c/p>\n\u003cp>Bill Magavern, policy director of the Clean Air Coalition, said he’s concerned that it could leave low-income communities behind. He thinks the funding delays will likely result in cuts to the program. [pullquote size=\"medium\" align=\"right\" citation=\"Bill Magavern, policy director, Clean Air Coalition\"]‘We’re very disappointed in the governor’s proposal because he literally made a promise that he’s not keeping.’[/pullquote]“We’re very disappointed in the governor’s proposal because he literally made a promise that he’s not keeping,” Magavern said. “It’s really a fiction to say, well, we’re maintaining this funding, we’re just delaying it by three years.”\u003c/p>\n\u003cp>Changes in federal tax incentives also may impact sales. The Treasury started the\u003ca href=\"https://insideclimatenews.org/news/04012024/inside-clean-energy-short-list-of-evs-that-qualify-for-tax-credit-2024/#:~:text=EV%20shoppers%20woke%20up%20on,Tesla%20Cybertruck%20and%20Volkswagen%20ID.\"> new year off by announcing a relatively short list of cars\u003c/a> that \u003ca href=\"https://home.treasury.gov/news/press-releases/jy1939\">qualified for a $7,500 subsidy\u003c/a>. The incentives are limited to cars with parts sourced from the U.S. and its allies.\u003c/p>\n\u003cp>Globally, electric car sales are likely to face a “reality check” this year “given consumer apathy over a lack of fast public chargers and high prices, though China is an exception,” according to a report by Bloomberg Intelligence.\u003c/p>\n\u003cp>Sales of electric calls in Europe fell for the first time since April 2020, \u003ca href=\"https://www.acea.auto/pc-registrations/new-car-registrations-13-9-in-2023-battery-electric-14-6-market-share/\">according to the European Automobile Manufacturers’ Association\u003c/a>. And analysts have warned that German carmakers are falling behind Tesla and Chinese models as global competition intensifies.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"Some automakers, like Ford and Tesla, are reducing production of electric cars as sales have dropped. Can California sustain its record pace and meet the state mandate?","status":"publish","parent":0,"modified":1706903983,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":true,"iframeSrcs":["https://datawrapper.dwcdn.net/mBG1J/1/"],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":30,"wordCount":1472},"headData":{"title":"Californians Boost Electric Vehicle Purchases as Industry Eyes Slowdown | KQED","description":"Some automakers, like Ford and Tesla, are reducing production of electric cars as sales have dropped. Can California sustain its record pace and meet the state mandate?","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Californians Boost Electric Vehicle Purchases as Industry Eyes Slowdown","datePublished":"2024-02-02T15:30:33.000Z","dateModified":"2024-02-02T19:59:43.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"CalMatters","sourceUrl":"https://calmatters.org/","sticky":false,"nprByline":"\u003ca href=\"https://calmatters.org/author/alejandro-lazo/\">Alejandro Lazo\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11974466/californians-boost-electric-vehicle-purchases-as-industry-eyes-slowdown","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Has California’s transition to electric cars hit some bumps in the road? Even though Californians are buying them in record numbers, several industry setbacks have been reported in recent months.\u003c/p>\n\u003cp>The rental car company Hertz is selling \u003ca href=\"https://www.sec.gov/ix?doc=/Archives/edgar/data/47129/000165785324000010/htz-20240111.htm\">about a third of its global electric vehicle fleet\u003c/a>, replacing them with gas-powered vehicles. In January, Ford announced that it was \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2024/01/19/ford-adds-third-crew-to-meet-demand-for-bronco-and-ranger--reduc.html\">reducing production\u003c/a> of its F-150 Lightning electric pickup truck after \u003ca href=\"https://calmatters.org/environment/climate-change/2023/05/california-electric-cars-ford-f150/\">scaling it up last year\u003c/a>.\u003c/p>\n\u003cp>Tesla sales in California dropped 10% in the last three months of 2023 when compared to the same quarter a year earlier, according to \u003ca href=\"https://www.cncda.org/wp-content/uploads/Cal-Covering-4Q-23.pdf#page=6\">data from the California New Car Dealers Association\u003c/a>. And some automakers \u003ca href=\"https://www.nytimes.com/2023/07/17/business/ford-f150-lightning-electric-vehicle-prices.html\">last year announced production cutbacks\u003c/a> and delays in new electric models.\u003c/p>\n\u003cp>Today, the California Energy Commission provided another piece of the puzzle: Sales of electric cars in California reached \u003ca href=\"https://www.veloz.org/q4-2023-data-shows-a-29-percent-year-over-year-increase/\">record levels last year\u003c/a>, with 446,961 sold, up 29% from 2022, according to Veloz, a nonprofit that works with the commission to promote electric vehicle growth in California.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But while sales of electric cars are still growing, it’s a slower pace of growth than the previous year: 2022 sales increased 38% from 2021.\u003c/p>\n\u003cp>During the final three months of 2023, Californians purchased 103,127 electric cars, an 8% increase over the same period in 2022. Fourth quarter sales last year were down 14% from the third quarter. But sales typically slow in the fourth quarter, and higher interest rates may have played a role, the commission said.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" title=\"Electric vehicle sales were up 29% in 2023, though they slowed at yearu2019s end\" aria-label=\"Column Chart\" id=\"datawrapper-chart-mBG1J\" src=\"https://datawrapper.dwcdn.net/mBG1J/1/\" scrolling=\"no\" frameborder=\"0\" style=\"width: 0; min-width: 100% !important; border: none;\" height=\"400\" data-external=\"1\" width=\"100%\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>Nick Nigro, founder of Atlas Public Policy, which researches the electric car market, said the transition to electric cars might be slower than some automakers and experts anticipated.\u003c/p>\n\u003cp>“Recognize where we are in a once-in-a-century transition — we’re in the very early stages,” Nigro said. “Even though EVs have been around for about 14 years, in this current iteration, they only really started to pick up sales nationally in the last five years or so.”\u003c/p>\n\u003cp>“It’s no surprise that the industry is going to have to adjust their expectations,” he added.\u003c/p>\n\u003cp>So far, the increased market share for electric vehicles means California is moving toward hitting its goals: Electric vehicles in California made up 25% of the new car market last year, up from nearly 19% in 2022. The state has \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">mandated \u003c/a>that 35% of new 2026 cars sold must be zero-emissions, ramping up to 68% in 2030 and 100% in 2035. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘Even though EVs have been around for about 14 years, in this current iteration, they only really started to pick up sales nationally in the last five years or so.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Nick Nigro, founder, Atlas Public Policy, which researches the electric car market","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“Transportation electrification is rapidly unfolding,” David Hochschild, chair of the California Energy Commission, said in a recorded video announcement.\u003c/p>\n\u003cp>Nationally, an estimated 1.2 million electric vehicles were sold in 2023, which is also \u003ca href=\"https://www.coxautoinc.com/market-insights/q4-2023-ev-sales/\">a record, according to Kelley Blue Book\u003c/a>.\u003c/p>\n\u003cp>The pace of California’s transition matters because it is far above America’s leader in sales. A rapid transition to electric vehicles is also key to slashing greenhouse gases responsible for climate change.\u003c/p>\n\u003cp>When originally introduced, Ford’s electric F-150 Lightning was so popular it had a \u003ca href=\"https://www.kbb.com/car-news/ford-closes-reservations-for-f-150-lightning-has-3-year-backlog/\">three-year waiting list\u003c/a>. But in January, the company said it was \u003ca href=\"https://media.ford.com/content/fordmedia/fna/us/en/news/2024/01/19/ford-adds-third-crew-to-meet-demand-for-bronco-and-ranger--reduc.html\">cutting production\u003c/a> at its Rouge Electric Vehicle Center in Dearborn, Michigan, from two shifts to one, with some workers transferred to factories assembling gas-powered cars. Sales of the electric truck were up 55% in 2023, and Ford projected “further growth for 2024” but said it was making the changes to better meet customer demand for its pickups.\u003c/p>\n\u003cp>Daniel Sperling, director of the Institute for Transportation Studies at UC Davis, cautioned about reading too much into the slowed-down production of the Ford F-150 Lightning. One interpretation, he said, is that the pickup truck might just simply not be the right product, calling it a “retrofitted vehicle” in which “they just pulled out the drive.”\u003c/p>\n\u003cp>What’s more, there could be broader financial reasons for the F-150 Lightning slowdown. Sales of all cars slowed last year, and legacy automakers faced cash flow challenges and a strike from the United Auto Workers union.\u003c/p>\n\u003cp>“They’ve got financial challenges, so if they can come up with an excuse to slow down their investments, they’re going to do it,” Sperling said. “But every one of them is just delaying. Not one of them is canceling.”\u003c/p>\n\u003cp>Hertz said it was selling its 20,000 electric car fleet earlier this year. In an \u003ca href=\"https://www.nytimes.com/2024/01/11/business/hertz-electric-vehicles-tesla.html\">interview with \u003cem>The New York Times\u003c/em>\u003c/a>, Hertz Chief Executive Stephen Scherr blamed price cuts by Tesla for lowering the resale value of the cars and added that they were more expensive to repair and more likely to be involved in collisions.\u003c/p>\n\u003cp>Last year, sales by Tesla, by far the leader in electric vehicle sales, sold 230,589 cars, up from 185,090 in 2022, \u003ca href=\"https://www.cncda.org/wp-content/uploads/Cal-Covering-4Q-23.pdf#page=6\">according to the California New Car Dealers Association\u003c/a>. But sales dropped in the year’s final three months to 47,592 from 52,782 over the same period the year before. Analysts say various factors, such as lower resale value after Tesla’s sticker prices dropped, may be at play.\u003c/p>\n\u003cp>One of the biggest problems facing electric car adoption across the U.S. — and the world — is the need for more seamless charging.\u003c/p>\n\u003cp>A lack of adequate public chargers has become a major impediment as customers begin to weigh electric cars as an alternative to gas-powered vehicles. To that end, the Biden administration is pouring some $\u003ca href=\"https://www.scientificamerican.com/article/biden-pours-623-million-into-ev-charging-void\">623 million into charging projects\u003c/a> across the nation, with California getting $168.5 million.\u003c/p>\n\u003cp>While California is meeting its goals for new \u003ca href=\"https://www.gov.ca.gov/2023/04/21/california-surpasses-1-5-million-zevs-goal-two-years-ahead-of-schedule/\">electric car\u003c/a> and \u003ca href=\"https://www.gov.ca.gov/2023/10/23/california-hit-zev-truck-sales-goal-two-years-ahead-of-schedule/#:~:text=The%20goal%20%E2%80%93%206%25%20of%20new,years%20before%20the%202025%20goal.\">truck\u003c/a> sales, the state is projecting that it will need a much more robust electric charging network to support its ban on new gasoline-powered cars by 2035 and serve all drivers statewide. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"science_1991185","hero":"https://cdn.kqed.org/wp-content/uploads/sites/35/2024/01/240122-EV-CHARGING-AP-RV-KQED-1020x663.jpg","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>An \u003ca href=\"https://www.energy.ca.gov/data-reports/reports/electric-vehicle-charging-infrastructure-assessment-ab-2127\">Energy Commission report\u003c/a> projects that California will need 1.01 million non-private chargers by 2030, and 2.11 million by 2035. It now has only 93,000, \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/electric-vehicle\">according to \u003c/a>Energy Commission data. The state has met at least one important charging infrastructure goal, \u003ca href=\"https://www.gov.ca.gov/2023/09/18/charging-ahead-california-achieves-yet-another-ev-goal-ahead-of-schedule-as-more-dollars-go-to-communities-to-support-transition/#:~:text=NEW%20YORK%20%E2%80%93%20Today%2C%20during%20Climate,harmed%20by%20pollution%20and%20the\">installing 10,000-plus fast chargers last September\u003c/a>.\u003c/p>\n\u003cp>Its budget issues could also stymie California’s efforts to support electric car sales. Last year, California\u003ca href=\"https://calmatters.org/environment/2023/09/california-electric-car-rebates/\"> eliminated its popular electric car rebate program\u003c/a> to focus on providing subsidies only to lower-income car buyers through the Clean Cars 4 All program, which has strict income limits.\u003c/p>\n\u003cp>This year, Gov. Gavin Newsom has proposed a three-year delay for additional funding for that program, along with other programs to increase lower-income Californians’ access to cars.\u003c/p>\n\u003cp>Bill Magavern, policy director of the Clean Air Coalition, said he’s concerned that it could leave low-income communities behind. He thinks the funding delays will likely result in cuts to the program. \u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘We’re very disappointed in the governor’s proposal because he literally made a promise that he’s not keeping.’","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Bill Magavern, policy director, Clean Air Coalition","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“We’re very disappointed in the governor’s proposal because he literally made a promise that he’s not keeping,” Magavern said. “It’s really a fiction to say, well, we’re maintaining this funding, we’re just delaying it by three years.”\u003c/p>\n\u003cp>Changes in federal tax incentives also may impact sales. The Treasury started the\u003ca href=\"https://insideclimatenews.org/news/04012024/inside-clean-energy-short-list-of-evs-that-qualify-for-tax-credit-2024/#:~:text=EV%20shoppers%20woke%20up%20on,Tesla%20Cybertruck%20and%20Volkswagen%20ID.\"> new year off by announcing a relatively short list of cars\u003c/a> that \u003ca href=\"https://home.treasury.gov/news/press-releases/jy1939\">qualified for a $7,500 subsidy\u003c/a>. The incentives are limited to cars with parts sourced from the U.S. and its allies.\u003c/p>\n\u003cp>Globally, electric car sales are likely to face a “reality check” this year “given consumer apathy over a lack of fast public chargers and high prices, though China is an exception,” according to a report by Bloomberg Intelligence.\u003c/p>\n\u003cp>Sales of electric calls in Europe fell for the first time since April 2020, \u003ca href=\"https://www.acea.auto/pc-registrations/new-car-registrations-13-9-in-2023-battery-electric-14-6-market-share/\">according to the European Automobile Manufacturers’ Association\u003c/a>. And analysts have warned that German carmakers are falling behind Tesla and Chinese models as global competition intensifies.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11974466/californians-boost-electric-vehicle-purchases-as-industry-eyes-slowdown","authors":["byline_news_11974466"],"categories":["news_8","news_1397"],"tags":["news_18538","news_21349","news_22457","news_31926","news_30766","news_20023","news_27626","news_3187","news_20517"],"affiliates":["news_18481"],"featImg":"news_11974468","label":"source_news_11974466"},"news_11971074":{"type":"posts","id":"news_11971074","meta":{"index":"posts_1591205157","site":"news","id":"11971074","score":null,"sort":[1703863806000]},"guestAuthors":[],"slug":"thinking-of-buying-an-ev-in-2024-heres-what-to-know-about-changes-to-the-7500-tax-credit","title":"Thinking of Getting an EV in 2024? Here's What to Know About Changes to the $7,500 Tax Credit","publishDate":1703863806,"format":"standard","headTitle":"Thinking of Getting an EV in 2024? Here’s What to Know About Changes to the $7,500 Tax Credit | KQED","labelTerm":{"term":253,"site":"news"},"content":"\u003cp>If you are considering buying an electric car in 2024, there’s good news — and bad news: A hefty federal tax credit for electric vehicles is going to get easier to access next year, but fewer vehicles will likely qualify for the full $7,500 credit.\u003c/p>\n\u003cp>The tax credits are a key part of the Biden administration’s plan to speed up the shift to electric vehicles and slash carbon emissions from transportation.\u003c/p>\n\u003cp>But, the government is also trying to push companies to bring more jobs to the U.S. by requiring a domestic supply chain. Those two goals can be in tension.\u003c/p>\n\u003cp>For car shoppers, the result can be confusing. We’ll do our best to help you navigate it.\u003c/p>\n\u003cp>Here’s a practical, plain English guide to how the electric vehicle tax credit will work in 2024 — including why you may also consider leasing a car.\u003c/p>\n\u003ch2>What’s new for 2024: instant rebate\u003c/h2>\n\u003cp>Starting in January, EV buyers won’t have to wait until the following year’s tax season to claim — and pocket — the clean vehicle tax credit.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Instead, there’s a new option to take the credit as a rebate right when you purchase the vehicle. This means that after a bit of paperwork at the dealership, the credit will be available as essentially cash in hand (or, more likely, knocked off the cost of the vehicle) on the day of purchase.\u003c/p>\n\u003cp>It will work like this: First, after confirming the sale is eligible for the tax credit, the dealer basically fronts you the money. If you’re eligible for $7,500, the dealer credits you for that money as though you’d brought it in as cash.\u003c/p>\n\u003cp>Then, the dealer submits documentation to the IRS, and the IRS pays back the dealer that $7,500 — effectively meaning the tax credit is being handled through the dealership.\u003c/p>\n\u003ch2>You, the buyer, still need to be under an income cap\u003c/h2>\n\u003cp>An important part of this process is that as the buyer, you need to attest that you are under the income cap, that you’re buying the vehicle for your own use, and that you’re buying it to use in the United States. These \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">requirements \u003c/a>have not changed.\u003c/p>\n\u003cp>That income cap is based on “modified adjusted gross income” — your income after certain deductions (like retirement contributions). It’s generally Line 11 on your \u003ca href=\"https://www.irs.gov/pub/irs-pdf/f1040.pdf\">1040 form\u003c/a>, but you’ll need to add those back in if you have foreign income or income from Guam or Puerto Rico.\u003c/p>\n\u003cp>The income caps for new vehicles are:\u003c/p>\n\u003cul>\n\u003cli>$300,000 for married couples filing jointly\u003c/li>\n\u003cli>$225,000 for heads of households\u003c/li>\n\u003cli>$150,000 for all other filers\u003c/li>\n\u003c/ul>\n\u003cp>Note that adjusted gross income (AGI) is not the same as total income (your salary before any deductions) or taxable income (which is AGI minus standard or itemized deductions).[aside label=\"more EV coverage\" tag=\"electric-vehicles\"]“It’s definitely confusing,” says Alison Flores, a manager with the Tax Institute at H&R Block. “Let’s say you’re single. Your salary is $160,000 a year. You may say, ‘Oh, I don’t qualify because I’m over $150,000,'” she says.\u003c/p>\n\u003cp>But contributions to a 401(k), for instance, could easily mean your AGI is actually under the limit, she explains.\u003c/p>\n\u003cp>What if you aren’t sure how much money you’ll make in 2024? You can use the previous year’s income to qualify — as long as you are under that cap in either 2023 or 2024, you’re eligible.\u003c/p>\n\u003cp>And if you make more than you expected? If you tell the dealer you are sure you met the income cap requirement, and it turns out you were over the cap in both 2023 and 2024, then you will need to repay the IRS the $7,500 tax credit when you file your 2024 taxes. (The dealer is not involved; that’s between you and the IRS to work out.)\u003c/p>\n\u003ch2>It no longer matters how much you owe in taxes\u003c/h2>\n\u003cp>This is another big benefit to taking the credit as a rebate: You get the full credit, regardless of your tax liability.\u003c/p>\n\u003cp>Previously, a buyer would need a tax liability of at least $7,500 in a given year to get the full benefit of the credit. That’s because the credit could reduce your tax bill to zero, but it would never result in the IRS actually paying you.\u003c/p>\n\u003cp>That functioned like an income \u003cem>minimum\u003c/em> since many low- and middle-income families owe less than that in taxes. It was also just another headache for people trying to figure out how much the credit was actually worth to them.\u003c/p>\n\u003cp>Now, even families with no tax liability at all can get the tax credit, effectively as a cash discount for the vehicle purchase.\u003c/p>\n\u003cp>And you don’t need to calculate your taxes in advance to be confident in the amount you’ll get.\u003c/p>\n\u003ch2>Vehicles need to be made in America and under a price cap\u003c/h2>\n\u003cp>Fully electric vehicles and plug-in hybrid vehicles can both qualify for the tax credit. To be eligible, vehicles must meet battery size and vehicle weight requirements and, more significantly, meet these two requirements:\u003c/p>\n\u003cul>\n\u003cli>Be assembled in North America\u003c/li>\n\u003cli>Have a sticker price (MSRP) of less than $55,000 for cars and $80,000 for SUVs and trucks\u003c/li>\n\u003c/ul>\n\u003cp>It’s not always obvious which vehicles get the $55,000 cap and which get the $80,000 cap; you can confirm on \u003ca href=\"https://fueleconomy.gov/feg/tax2023.shtml#requirements\">fueleconomy.gov\u003c/a>.\u003c/p>\n\u003cp>Features can push up the sticker price, and some vehicles are assembled in multiple locations. Dealers can verify whether those requirements are met for any individual car.\u003c/p>\n\u003cp>But there’s more …\u003c/p>\n\u003ch2>Battery-sourcing requirements\u003c/h2>\n\u003cp>The number of vehicles that \u003ca href=\"https://fueleconomy.gov/feg/tax2023.shtml\">qualify as of now\u003c/a> is frequently changing. Here’s why.\u003c/p>\n\u003cp>The $7,500 tax credit is actually two separate credits, each worth $3,750. Vehicles can qualify for both, one or neither.\u003c/p>\n\u003cp>To qualify, in addition to the basic criteria above, the batteries in vehicles matter. That’s because the materials that go into those batteries also need to meet sourcing requirements.\u003c/p>\n\u003cp>These requirements are designed to encourage the auto industry to rely less on China and more on the U.S. for these components in the name of supply chain security and U.S. jobs.\u003c/p>\n\u003cp>One of the $3,750 credits focuses on the raw materials inside batteries, meaning a certain percentage of critical minerals, like lithium, graphite and cobalt, need to be mined or processed in the U.S. or a trade partner.\u003c/p>\n\u003cp>The other $3,750 credit is about battery manufacturing: A certain percentage of the battery’s components, like anodes, cathodes and electrolytes, need to be manufactured or assembled in North America.\u003c/p>\n\u003cp>Every year, the percentages go up, and the requirements get a little harder to meet. Also, starting next year, battery components can’t come from companies controlled by China.\u003c/p>\n\u003ch2>The list of qualifying cars is shifting\u003c/h2>\n\u003cp>So which cars will qualify next year? Good question. Again, you can check \u003ca href=\"https://fueleconomy.gov/feg/tax2023.shtml#requirements\">fueleconomy.gov\u003c/a> for a list of eligible vehicles, but as of late December, the site hasn’t been updated for 2024.\u003c/p>\n\u003cp>Some changes are likely. Tesla is warning buyers that some versions of the Model 3 will see their tax credit eligibility end after Dec. 31, and Ford believes the same is true for the Mustang Mach-E.\u003c/p>\n\u003cp>On the other hand, Volkswagen is “cautiously optimistic” that the Chattanooga, Tennessee-built ID.4 will remain eligible, and General Motors says it expects to keep the credit for “many” of its EVs. Nissan is still assessing the status of its Leaf.\u003c/p>\n\u003cp>Worth noting: It’s when a vehicle is \u003cem>delivered\u003c/em>, not when it’s ordered or paid for, that affects which year’s requirements apply. That means if the Mach-E does drop out of eligibility in 2024, a buyer who ordered the vehicle in December but picks it up on Jan. 1 will be out of luck.\u003c/p>\n\u003ch2>Leasing a car could lead to far fewer restrictions\u003c/h2>\n\u003cp>If you want to lease a vehicle, you can forget everything you just read.\u003c/p>\n\u003cp>Vehicles that are leased to consumers can be eligible for a version of the tax credit that is much easier to qualify for. It has no requirement that vehicles be made in America, no price cap for vehicles and no income caps. So if you want to lease a Kia EV6 from South Korea or a six-figure luxury sedan? Go to town.\u003c/p>\n\u003cp>The credit goes to the company leasing out the vehicle — not the person driving it — and companies aren’t required to pass the savings on to consumers.\u003c/p>\n\u003cp>But, companies typically do pass along the discount in the form of a bonus applied at the start of the lease.\u003c/p>\n\u003cp>Of course, with a lease, you have caps on mileage per year, and you’re not paying off a vehicle that you’ll eventually own free and clear. Be sure to consider whether a lease meets your needs. Make sure the discount is actually passed along to you, and read your entire contract carefully.\u003c/p>\n\u003cp>EV leases have \u003ca href=\"https://www.autonews.com/finance-insurance/ev-leasing-gets-boost-us-tax-credit-workaround\">increased dramatically\u003c/a> since April 2023, when many vehicles became ineligible for the purchase tax credit as the battery-sourcing restrictions \u003ca href=\"https://www.npr.org/2023/04/15/1169763545/electric-cars-vehicles-tax-credit-climate-bill\">kicked in\u003c/a>.\u003c/p>\n\u003ch2>Don’t forget: There is also a credit for buying a used EV\u003c/h2>\n\u003cp>Do the prices for new electric vehicles make you feel faint?\u003c/p>\n\u003cp>Well, if they do, consider used ones. That’s because if you buy a used electric vehicle in 2024, from model year 2022 or earlier, there’s a tax credit for you, too. It’s worth 30% of the sales price, up to $4,000.\u003c/p>\n\u003cp>This tax credit has a much lower income cap: $150,000 for a household and $75,000 for a single person. Again, that’s adjusted gross income, meaning an individual’s salary may be higher than that, and the person could still qualify.\u003c/p>\n\u003cp>There’s a lower price cap, too: Vehicles must cost less than $25,000.\u003c/p>\n\u003cp>Used-EV prices have been falling rapidly lately, so while availability is still pretty tight, a qualifying vehicle is easier to find now than it used to be.\u003c/p>\n\u003cp>A couple of other requirements: This needs to be the first time the car was sold as a used vehicle since mid-2022. (That way, the IRS knows the used-vehicle credit gets applied only once.) You also have to buy the used vehicle from a dealership, not from an individual, and that dealership has to be \u003ca href=\"https://www.irs.gov/credits-deductions/register-your-dealership-to-enable-credits-for-clean-vehicle-buyers\">registered with the IRS\u003c/a> to be able to report the sale.\u003c/p>\n\u003cp>Some buyers may be getting creative to meet that last requirement. The app Caramel, which is designed to facilitate private-party vehicle sales, is technically a licensed dealership. The company reports that EVs, and specifically used EVs potentially eligible for the tax credit, make up a surprisingly high percentage of transactions.\u003c/p>\n\u003cp>Caramel says it plans to offer the tax credit for 2024 as an upfront discount, just like a brick-and-mortar dealership would.\u003c/p>\n\u003ch2>Finally, you can get a very hefty credit for a business vehicle\u003c/h2>\n\u003cp>If you run a business, you may be interested in the separate commercial tax credit for EVs, which provides up to $7,500 for a light vehicle and up to $40,000 for a larger vehicle, like a delivery truck.\u003c/p>\n\u003cp>There are far fewer restrictions on the commercial tax credit in terms of price cap or sourcing requirements. Of course, the vehicle does have to be used for a business purpose.\u003c/p>\n\u003cp>The amount of the credit depends on the vehicle’s purchase price: More details are \u003ca href=\"https://www.irs.gov/credits-deductions/commercial-clean-vehicle-credit\">here\u003c/a>.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>And note that for a single vehicle, you can get \u003cem>either \u003c/em>the clean vehicle tax credit or the commercial vehicle tax credit, but \u003ca href=\"https://afdc.energy.gov/laws/13039\">not both\u003c/a>.\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2023 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=The+%247%2C500+tax+credit+for+electric+cars+will+see+big+changes+in+2024.+What+to+know&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\n","blocks":[],"excerpt":"A hefty federal tax credit for electric vehicles is going to get easier to access next year, but fewer vehicles will likely qualify for the full $7,500 credit. This guide will walk you through it. ","status":"publish","parent":0,"modified":1703875308,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":56,"wordCount":2046},"headData":{"title":"Thinking of Getting an EV in 2024? Here's What to Know About Changes to the $7,500 Tax Credit | KQED","description":"A hefty federal tax credit for electric vehicles is going to get easier to access next year, but fewer vehicles will likely qualify for the full $7,500 credit. This guide will walk you through it. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Thinking of Getting an EV in 2024? Here's What to Know About Changes to the $7,500 Tax Credit","datePublished":"2023-12-29T15:30:06.000Z","dateModified":"2023-12-29T18:41:48.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"sticky":false,"nprImageCredit":"Justin Sullivan","nprByline":"Camila Domonoske","nprImageAgency":"Getty Images","nprStoryId":"1219158071","nprApiLink":"http://api.npr.org/query?id=1219158071&apiKey=MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004","nprHtmlLink":"https://www.npr.org/2023/12/28/1219158071/ev-electric-vehicles-tax-credit-car-shopping-tesla-ford-vw-gm?ft=nprml&f=1219158071","nprRetrievedStory":"1","nprPubDate":"Thu, 28 Dec 2023 05:00:00 -0500","nprStoryDate":"Thu, 28 Dec 2023 05:00:20 -0500","nprLastModifiedDate":"Thu, 28 Dec 2023 05:00:20 -0500","nprAudio":"https://play.podtrac.com/npr-1220702328/ondemand.npr.org/anon.npr-mp3/npr/atc/2023/12/20231222_atc_ev_tax_credits_2024.mp3?orgId=1&topicId=1006&d=243&story=1219158071&ft=nprml&f=1219158071","nprAudioM3u":"http://api.npr.org/m3u/11221840081-5f4434.m3u?orgId=1&topicId=1006&d=243&story=1219158071&ft=nprml&f=1219158071","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11971074/thinking-of-buying-an-ev-in-2024-heres-what-to-know-about-changes-to-the-7500-tax-credit","audioUrl":"https://play.podtrac.com/npr-1220702328/ondemand.npr.org/anon.npr-mp3/npr/atc/2023/12/20231222_atc_ev_tax_credits_2024.mp3?orgId=1&topicId=1006&d=243&story=1219158071&ft=nprml&f=1219158071","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>If you are considering buying an electric car in 2024, there’s good news — and bad news: A hefty federal tax credit for electric vehicles is going to get easier to access next year, but fewer vehicles will likely qualify for the full $7,500 credit.\u003c/p>\n\u003cp>The tax credits are a key part of the Biden administration’s plan to speed up the shift to electric vehicles and slash carbon emissions from transportation.\u003c/p>\n\u003cp>But, the government is also trying to push companies to bring more jobs to the U.S. by requiring a domestic supply chain. Those two goals can be in tension.\u003c/p>\n\u003cp>For car shoppers, the result can be confusing. We’ll do our best to help you navigate it.\u003c/p>\n\u003cp>Here’s a practical, plain English guide to how the electric vehicle tax credit will work in 2024 — including why you may also consider leasing a car.\u003c/p>\n\u003ch2>What’s new for 2024: instant rebate\u003c/h2>\n\u003cp>Starting in January, EV buyers won’t have to wait until the following year’s tax season to claim — and pocket — the clean vehicle tax credit.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Instead, there’s a new option to take the credit as a rebate right when you purchase the vehicle. This means that after a bit of paperwork at the dealership, the credit will be available as essentially cash in hand (or, more likely, knocked off the cost of the vehicle) on the day of purchase.\u003c/p>\n\u003cp>It will work like this: First, after confirming the sale is eligible for the tax credit, the dealer basically fronts you the money. If you’re eligible for $7,500, the dealer credits you for that money as though you’d brought it in as cash.\u003c/p>\n\u003cp>Then, the dealer submits documentation to the IRS, and the IRS pays back the dealer that $7,500 — effectively meaning the tax credit is being handled through the dealership.\u003c/p>\n\u003ch2>You, the buyer, still need to be under an income cap\u003c/h2>\n\u003cp>An important part of this process is that as the buyer, you need to attest that you are under the income cap, that you’re buying the vehicle for your own use, and that you’re buying it to use in the United States. These \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">requirements \u003c/a>have not changed.\u003c/p>\n\u003cp>That income cap is based on “modified adjusted gross income” — your income after certain deductions (like retirement contributions). It’s generally Line 11 on your \u003ca href=\"https://www.irs.gov/pub/irs-pdf/f1040.pdf\">1040 form\u003c/a>, but you’ll need to add those back in if you have foreign income or income from Guam or Puerto Rico.\u003c/p>\n\u003cp>The income caps for new vehicles are:\u003c/p>\n\u003cul>\n\u003cli>$300,000 for married couples filing jointly\u003c/li>\n\u003cli>$225,000 for heads of households\u003c/li>\n\u003cli>$150,000 for all other filers\u003c/li>\n\u003c/ul>\n\u003cp>Note that adjusted gross income (AGI) is not the same as total income (your salary before any deductions) or taxable income (which is AGI minus standard or itemized deductions).\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"more EV coverage ","tag":"electric-vehicles"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“It’s definitely confusing,” says Alison Flores, a manager with the Tax Institute at H&R Block. “Let’s say you’re single. Your salary is $160,000 a year. You may say, ‘Oh, I don’t qualify because I’m over $150,000,'” she says.\u003c/p>\n\u003cp>But contributions to a 401(k), for instance, could easily mean your AGI is actually under the limit, she explains.\u003c/p>\n\u003cp>What if you aren’t sure how much money you’ll make in 2024? You can use the previous year’s income to qualify — as long as you are under that cap in either 2023 or 2024, you’re eligible.\u003c/p>\n\u003cp>And if you make more than you expected? If you tell the dealer you are sure you met the income cap requirement, and it turns out you were over the cap in both 2023 and 2024, then you will need to repay the IRS the $7,500 tax credit when you file your 2024 taxes. (The dealer is not involved; that’s between you and the IRS to work out.)\u003c/p>\n\u003ch2>It no longer matters how much you owe in taxes\u003c/h2>\n\u003cp>This is another big benefit to taking the credit as a rebate: You get the full credit, regardless of your tax liability.\u003c/p>\n\u003cp>Previously, a buyer would need a tax liability of at least $7,500 in a given year to get the full benefit of the credit. That’s because the credit could reduce your tax bill to zero, but it would never result in the IRS actually paying you.\u003c/p>\n\u003cp>That functioned like an income \u003cem>minimum\u003c/em> since many low- and middle-income families owe less than that in taxes. It was also just another headache for people trying to figure out how much the credit was actually worth to them.\u003c/p>\n\u003cp>Now, even families with no tax liability at all can get the tax credit, effectively as a cash discount for the vehicle purchase.\u003c/p>\n\u003cp>And you don’t need to calculate your taxes in advance to be confident in the amount you’ll get.\u003c/p>\n\u003ch2>Vehicles need to be made in America and under a price cap\u003c/h2>\n\u003cp>Fully electric vehicles and plug-in hybrid vehicles can both qualify for the tax credit. To be eligible, vehicles must meet battery size and vehicle weight requirements and, more significantly, meet these two requirements:\u003c/p>\n\u003cul>\n\u003cli>Be assembled in North America\u003c/li>\n\u003cli>Have a sticker price (MSRP) of less than $55,000 for cars and $80,000 for SUVs and trucks\u003c/li>\n\u003c/ul>\n\u003cp>It’s not always obvious which vehicles get the $55,000 cap and which get the $80,000 cap; you can confirm on \u003ca href=\"https://fueleconomy.gov/feg/tax2023.shtml#requirements\">fueleconomy.gov\u003c/a>.\u003c/p>\n\u003cp>Features can push up the sticker price, and some vehicles are assembled in multiple locations. Dealers can verify whether those requirements are met for any individual car.\u003c/p>\n\u003cp>But there’s more …\u003c/p>\n\u003ch2>Battery-sourcing requirements\u003c/h2>\n\u003cp>The number of vehicles that \u003ca href=\"https://fueleconomy.gov/feg/tax2023.shtml\">qualify as of now\u003c/a> is frequently changing. Here’s why.\u003c/p>\n\u003cp>The $7,500 tax credit is actually two separate credits, each worth $3,750. Vehicles can qualify for both, one or neither.\u003c/p>\n\u003cp>To qualify, in addition to the basic criteria above, the batteries in vehicles matter. That’s because the materials that go into those batteries also need to meet sourcing requirements.\u003c/p>\n\u003cp>These requirements are designed to encourage the auto industry to rely less on China and more on the U.S. for these components in the name of supply chain security and U.S. jobs.\u003c/p>\n\u003cp>One of the $3,750 credits focuses on the raw materials inside batteries, meaning a certain percentage of critical minerals, like lithium, graphite and cobalt, need to be mined or processed in the U.S. or a trade partner.\u003c/p>\n\u003cp>The other $3,750 credit is about battery manufacturing: A certain percentage of the battery’s components, like anodes, cathodes and electrolytes, need to be manufactured or assembled in North America.\u003c/p>\n\u003cp>Every year, the percentages go up, and the requirements get a little harder to meet. Also, starting next year, battery components can’t come from companies controlled by China.\u003c/p>\n\u003ch2>The list of qualifying cars is shifting\u003c/h2>\n\u003cp>So which cars will qualify next year? Good question. Again, you can check \u003ca href=\"https://fueleconomy.gov/feg/tax2023.shtml#requirements\">fueleconomy.gov\u003c/a> for a list of eligible vehicles, but as of late December, the site hasn’t been updated for 2024.\u003c/p>\n\u003cp>Some changes are likely. Tesla is warning buyers that some versions of the Model 3 will see their tax credit eligibility end after Dec. 31, and Ford believes the same is true for the Mustang Mach-E.\u003c/p>\n\u003cp>On the other hand, Volkswagen is “cautiously optimistic” that the Chattanooga, Tennessee-built ID.4 will remain eligible, and General Motors says it expects to keep the credit for “many” of its EVs. Nissan is still assessing the status of its Leaf.\u003c/p>\n\u003cp>Worth noting: It’s when a vehicle is \u003cem>delivered\u003c/em>, not when it’s ordered or paid for, that affects which year’s requirements apply. That means if the Mach-E does drop out of eligibility in 2024, a buyer who ordered the vehicle in December but picks it up on Jan. 1 will be out of luck.\u003c/p>\n\u003ch2>Leasing a car could lead to far fewer restrictions\u003c/h2>\n\u003cp>If you want to lease a vehicle, you can forget everything you just read.\u003c/p>\n\u003cp>Vehicles that are leased to consumers can be eligible for a version of the tax credit that is much easier to qualify for. It has no requirement that vehicles be made in America, no price cap for vehicles and no income caps. So if you want to lease a Kia EV6 from South Korea or a six-figure luxury sedan? Go to town.\u003c/p>\n\u003cp>The credit goes to the company leasing out the vehicle — not the person driving it — and companies aren’t required to pass the savings on to consumers.\u003c/p>\n\u003cp>But, companies typically do pass along the discount in the form of a bonus applied at the start of the lease.\u003c/p>\n\u003cp>Of course, with a lease, you have caps on mileage per year, and you’re not paying off a vehicle that you’ll eventually own free and clear. Be sure to consider whether a lease meets your needs. Make sure the discount is actually passed along to you, and read your entire contract carefully.\u003c/p>\n\u003cp>EV leases have \u003ca href=\"https://www.autonews.com/finance-insurance/ev-leasing-gets-boost-us-tax-credit-workaround\">increased dramatically\u003c/a> since April 2023, when many vehicles became ineligible for the purchase tax credit as the battery-sourcing restrictions \u003ca href=\"https://www.npr.org/2023/04/15/1169763545/electric-cars-vehicles-tax-credit-climate-bill\">kicked in\u003c/a>.\u003c/p>\n\u003ch2>Don’t forget: There is also a credit for buying a used EV\u003c/h2>\n\u003cp>Do the prices for new electric vehicles make you feel faint?\u003c/p>\n\u003cp>Well, if they do, consider used ones. That’s because if you buy a used electric vehicle in 2024, from model year 2022 or earlier, there’s a tax credit for you, too. It’s worth 30% of the sales price, up to $4,000.\u003c/p>\n\u003cp>This tax credit has a much lower income cap: $150,000 for a household and $75,000 for a single person. Again, that’s adjusted gross income, meaning an individual’s salary may be higher than that, and the person could still qualify.\u003c/p>\n\u003cp>There’s a lower price cap, too: Vehicles must cost less than $25,000.\u003c/p>\n\u003cp>Used-EV prices have been falling rapidly lately, so while availability is still pretty tight, a qualifying vehicle is easier to find now than it used to be.\u003c/p>\n\u003cp>A couple of other requirements: This needs to be the first time the car was sold as a used vehicle since mid-2022. (That way, the IRS knows the used-vehicle credit gets applied only once.) You also have to buy the used vehicle from a dealership, not from an individual, and that dealership has to be \u003ca href=\"https://www.irs.gov/credits-deductions/register-your-dealership-to-enable-credits-for-clean-vehicle-buyers\">registered with the IRS\u003c/a> to be able to report the sale.\u003c/p>\n\u003cp>Some buyers may be getting creative to meet that last requirement. The app Caramel, which is designed to facilitate private-party vehicle sales, is technically a licensed dealership. The company reports that EVs, and specifically used EVs potentially eligible for the tax credit, make up a surprisingly high percentage of transactions.\u003c/p>\n\u003cp>Caramel says it plans to offer the tax credit for 2024 as an upfront discount, just like a brick-and-mortar dealership would.\u003c/p>\n\u003ch2>Finally, you can get a very hefty credit for a business vehicle\u003c/h2>\n\u003cp>If you run a business, you may be interested in the separate commercial tax credit for EVs, which provides up to $7,500 for a light vehicle and up to $40,000 for a larger vehicle, like a delivery truck.\u003c/p>\n\u003cp>There are far fewer restrictions on the commercial tax credit in terms of price cap or sourcing requirements. Of course, the vehicle does have to be used for a business purpose.\u003c/p>\n\u003cp>The amount of the credit depends on the vehicle’s purchase price: More details are \u003ca href=\"https://www.irs.gov/credits-deductions/commercial-clean-vehicle-credit\">here\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>And note that for a single vehicle, you can get \u003cem>either \u003c/em>the clean vehicle tax credit or the commercial vehicle tax credit, but \u003ca href=\"https://afdc.energy.gov/laws/13039\">not both\u003c/a>.\u003c/p>\n\u003cdiv class=\"fullattribution\">\u003cem>Copyright 2023 NPR. To see more, visit https://www.npr.org.\u003cimg decoding=\"async\" src=\"https://www.google-analytics.com/__utm.gif?utmac=UA-5828686-4&utmdt=The+%247%2C500+tax+credit+for+electric+cars+will+see+big+changes+in+2024.+What+to+know&utme=8(APIKey)9(MDAxOTAwOTE4MDEyMTkxMDAzNjczZDljZA004)\">\u003c/em>\u003c/div>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11971074/thinking-of-buying-an-ev-in-2024-heres-what-to-know-about-changes-to-the-7500-tax-credit","authors":["byline_news_11971074"],"categories":["news_8"],"tags":["news_29052","news_22457","news_33300","news_31508","news_27626"],"affiliates":["news_253"],"featImg":"news_11971075","label":"news_253"},"news_11960500":{"type":"posts","id":"news_11960500","meta":{"index":"posts_1591205157","site":"news","id":"11960500","score":null,"sort":[1694286666000]},"guestAuthors":[],"slug":"california-will-end-electric-car-rebates-to-subsidize-lower-income-car-buyers","title":"California Will End Electric Car Rebates to Focus on Subsidizing Lower-Income Car Buyers","publishDate":1694286666,"format":"standard","headTitle":"California Will End Electric Car Rebates to Focus on Subsidizing Lower-Income Car Buyers | KQED","labelTerm":{"term":18481,"site":"news"},"content":"\u003cp>California is eliminating its popular electric car rebate program — which often runs out of money and has long waiting lists — to focus on providing subsidies only to lower-income car buyers.\u003c/p>\n\u003cp>The \u003ca href=\"https://cleanvehiclerebate.org/en\">Clean Vehicle Rebate Project\u003c/a>, in existence since 2010, will end when it runs out of money this year. In its place, \u003ca href=\"https://ww2.arb.ca.gov/news/californias-clean-vehicle-rebate-program-will-transition-helping-low-income-residents\">the state will expand a program\u003c/a> next year that provides subsidies only to residents with low-to-middle income — those who have more trouble affording electric cars.\u003c/p>\n\u003cp>The income limits will be much more restrictive. Californians who earn more than 300% of the \u003ca href=\"https://aspe.hhs.gov/topics/poverty-economic-mobility/poverty-guidelines\">federal poverty level\u003c/a> will no longer qualify for a state subsidy when they purchase an electric car, according to the California Air Resources Board. Currently, that level is $43,740 for an individual and $90,000 for a family of four, with sliding scales for household size.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>In comparison, under the existing program that is being eliminated, individuals earning up to $135,000 and joint filers earning up to $200,000 qualified. The rebates for battery-powered cars varied from $7,500 for households with lower-income to $2,000 for those with higher income.\u003c/p>\n\u003cp>Experts say the old program has been a key driver for helping Californians transition to electric cars. But now that the vehicles have become mainstream, the state will shift the emphasis to helping people who can’t afford their high price tags.\u003c/p>\n\u003cp>“The goal here is not to eliminate options for one group of motorists at the expense of another, but to assist those who’ve been unable to purchase a cleaner vehicle and to broaden and deepen the state’s ZEV (zero-emission vehicle) fleet. We need everyone possible to afford a ZEV, and this has been part of the plan to do that for a number of years,” said air board spokesman David Clegern.[pullquote align=\"right\" size=\"medium\" citation=\"David Clegern, California Air Resources Board\"]‘The goal here is not to eliminate options for one group of motorists at the expense of another, but to assist those who’ve been unable to purchase a cleaner vehicle.’[/pullquote]The program called \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-cars-4-all\">Clean Cars 4 All \u003c/a>will be expanded statewide next year; it currently is available only in the five largest air districts. The revamped program will give people statewide who meet the income requirements up to $12,000 to scrap and replace their older gas-powered cars with cleaner alternatives. Those not getting rid of an older car can qualify for up to $7,500 in purchase grants.\u003c/p>\n\u003cp>Car buyers also may qualify for a federal \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">tax credit \u003c/a>of up to $7,500 for some vehicles, with income restrictions of $150,000 for individuals and $300,000 for married couples filing jointly.\u003c/p>\n\u003cp>Bill Magavern, policy director of the Coalition for Clean Air, a Los Angeles-based advocacy group, said the state will “democratize clean transportation” with its more targeted subsidies.\u003c/p>\n\u003cp>“It is time for (the state rebate) to go away,” Magavern said. “When EVs were considered to be exotic and strange and out of reach for most people, it was important to have this broad-based rebate. But now EVs have gone mainstream.”\u003c/p>\n\u003cp>But some car dealers worry that ending the rebate for middle-to–higher income Californians might discourage people from buying the cars.\u003c/p>\n\u003cp>Jessie Dosanjh, president of the California Automotive Retailing Group, a network of dealerships in the San Francisco Bay Area where about 20% of sales are electric vehicles, said the cars are still relatively expensive compared to other options.\u003c/p>\n\u003cp>Still, he said he understands why the state is shifting its focus to consumers with low-to-middle-income.\u003c/p>\n\u003cp>“As we’re moving into more mass adoption, I think it’s critical to have that income-based structure, because it opens up the market to some people who might be on the fringe, and not be able to afford it due to income limitations,” Dosanjh said.[aside label=\"Related Stories\" postID=\"news_11956089,news_11944855,news_11932078\"]The average price of an electric car was \u003ca href=\"https://www.coxautoinc.com/market-insights/kbb-atp-july-2023/#:~:text=According%20to%20Kelley%20Blue%20Book,%24199%20from%20one%20year%20ago.\">$53,469 in July\u003c/a>, about 18% lower than a year earlier. The industry average for all 2023 cars in July was about $48,300.\u003c/p>\n\u003cp>The Clean Vehicle Rebate Project has issued half a million rebates worth $1.2 billion. And the program remains wildly popular, hitting a record 14,000 applications in July, the air board said.\u003c/p>\n\u003cp>Now its website announces: “Funds for CVRP are nearly exhausted. Applications received on or after September 6, 2023, will be placed on a standby list and are not guaranteed a rebate.”\u003c/p>\n\u003cp>“While it is disappointing to see the most successful incentive program in history end, the march toward eliminating traditional (rebates) and directing the very limited funding to equity programs has been clear for several years now,” said Steve Douglas, a vice president at the Alliance for Automotive Innovation, an auto industry group.\u003c/p>\n\u003ch2>The goal: Making electric cars affordable for everyone\u003c/h2>\n\u003cp>\u003ca href=\"https://calmatters.org/series/california-electric-vehicles/\">California is trying to electrify its 25 million cars, clean up its severe air pollution and reduce the state’s reliance on fossil fuels\u003c/a>. To do so, the state is mandating that 35% of new 2026 car models sold in California must be zero-emissions, climbing to 68% in 2030 and 100% in 2035.\u003c/p>\n\u003cp>For the mandate to succeed, the government has to ensure that people throughout the state, in all income levels, can afford electric cars.[pullquote align=\"right\" size=\"medium\" citation=\"Bill Magavern, policy director, Coalition for Clean Air\"]‘It is time for (the state rebate) to go away. When EVs were considered to be exotic and strange and out of reach for most people, it was important to have this broad-based rebate. But now EVs have gone mainstream.’[/pullquote]But a \u003ca href=\"https://calmatters.org/environment/2023/03/california-electric-cars-demographics/\">CalMatters’ statewide analysis of ZIP codes earlier this year \u003c/a>showed extreme disparities in electric car ownership. Communities with mostly white and Asian high-income residents have the state’s highest concentrations of zero-emission cars. In stark contrast, California ZIP codes with the largest percentages of Latino and Black residents have extremely low proportions of electric cars — many with no electric cars at all.\u003c/p>\n\u003cp>Income seems to be the main driver of the disparities, according to CalMatters’ analysis. Most median household incomes in the top 10 ZIP codes for electric cars exceeded $200,000, much higher than the statewide $84,097.\u003c/p>\n\u003cp>Dosanjh, from the Bay Area car dealership group, said early adopters were often higher-earning people who worked in the technology industry, or at least technology enthusiasts. But these days he said he sees more people buying electric cars to replace their gas-powered vehicles, rather than having them as novelty and luxury items.\u003c/p>\n\u003cp>More than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/new-zev-sales\">1.6 million zero-emission vehicles\u003c/a> have been sold in California; one out of four cars sold during the second quarter of this year were zero emissions.\u003c/p>\n\u003cp>Erich Muehlegger, a professor of economics at UC Davis, said the Clean Vehicle Rebate Project has been “the main workhorse to encourage people to buy zero-emissions vehicles.”\u003c/p>\n\u003cp>But the rebate program has been subject to \u003ca href=\"https://calmatters.org/environment/2022/08/california-electric-cars-rebates/\">inconsistent and inadequate funding\u003c/a>, according to CalMatters reporting. Last year the program was flooded with requests for the money, resulting in long waits.\u003c/p>\n\u003cp>In addition, the various state programs were confusing to Californians. Now they can apply in one place.\u003c/p>\n\u003cp>“Closing out the (rebate) program has been the plan for some time, and in 2015 the decision was made that when ZEVs reached 16% of new vehicle sales, [that] would be the point where that would happen. We let it run longer (25%) just to ensure we had a healthy market,” Clegern said.\u003c/p>\n\u003cp>“The state concluded that shifting financing to Californians who may have been left out of the ZEV market because of their income is the right thing to do and also deepens the market,” he said.\u003c/p>\n\u003cp>The program that will be expanded, Clean Cars 4 All, has assisted households with low-to-middle-income as well as families who live in areas designated as “disadvantaged communities,” with low socioeconomic status as well as environmental risks.\u003c/p>\n\u003cp>The new program will be rolled out with a revamped financing assistance program for buyers.\u003c/p>\n\u003cp>The money comes from the state’s greenhouse gas reduction fund, which raises money by selling carbon allowances to pollution-emitting businesses, as well as money from the state’s budget.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"Now that electric cars are mainstream, higher-income Californians will no longer qualify for state subsidies, while lower-income buyers could get up to $12,000.","status":"publish","parent":0,"modified":1694296285,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":31,"wordCount":1445},"headData":{"title":"California Will End Electric Car Rebates to Focus on Subsidizing Lower-Income Car Buyers | KQED","description":"Now that electric cars are mainstream, higher-income Californians will no longer qualify for state subsidies, while lower-income buyers could get up to $12,000.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"California Will End Electric Car Rebates to Focus on Subsidizing Lower-Income Car Buyers","datePublished":"2023-09-09T19:11:06.000Z","dateModified":"2023-09-09T21:51:25.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"nprByline":"\u003ca href=\"https://calmatters.org/author/alejandro-lazo/\">Alejandro Lazo\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11960500/california-will-end-electric-car-rebates-to-subsidize-lower-income-car-buyers","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>California is eliminating its popular electric car rebate program — which often runs out of money and has long waiting lists — to focus on providing subsidies only to lower-income car buyers.\u003c/p>\n\u003cp>The \u003ca href=\"https://cleanvehiclerebate.org/en\">Clean Vehicle Rebate Project\u003c/a>, in existence since 2010, will end when it runs out of money this year. In its place, \u003ca href=\"https://ww2.arb.ca.gov/news/californias-clean-vehicle-rebate-program-will-transition-helping-low-income-residents\">the state will expand a program\u003c/a> next year that provides subsidies only to residents with low-to-middle income — those who have more trouble affording electric cars.\u003c/p>\n\u003cp>The income limits will be much more restrictive. Californians who earn more than 300% of the \u003ca href=\"https://aspe.hhs.gov/topics/poverty-economic-mobility/poverty-guidelines\">federal poverty level\u003c/a> will no longer qualify for a state subsidy when they purchase an electric car, according to the California Air Resources Board. Currently, that level is $43,740 for an individual and $90,000 for a family of four, with sliding scales for household size.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>In comparison, under the existing program that is being eliminated, individuals earning up to $135,000 and joint filers earning up to $200,000 qualified. The rebates for battery-powered cars varied from $7,500 for households with lower-income to $2,000 for those with higher income.\u003c/p>\n\u003cp>Experts say the old program has been a key driver for helping Californians transition to electric cars. But now that the vehicles have become mainstream, the state will shift the emphasis to helping people who can’t afford their high price tags.\u003c/p>\n\u003cp>“The goal here is not to eliminate options for one group of motorists at the expense of another, but to assist those who’ve been unable to purchase a cleaner vehicle and to broaden and deepen the state’s ZEV (zero-emission vehicle) fleet. We need everyone possible to afford a ZEV, and this has been part of the plan to do that for a number of years,” said air board spokesman David Clegern.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘The goal here is not to eliminate options for one group of motorists at the expense of another, but to assist those who’ve been unable to purchase a cleaner vehicle.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"David Clegern, California Air Resources Board","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The program called \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/clean-cars-4-all\">Clean Cars 4 All \u003c/a>will be expanded statewide next year; it currently is available only in the five largest air districts. The revamped program will give people statewide who meet the income requirements up to $12,000 to scrap and replace their older gas-powered cars with cleaner alternatives. Those not getting rid of an older car can qualify for up to $7,500 in purchase grants.\u003c/p>\n\u003cp>Car buyers also may qualify for a federal \u003ca href=\"https://www.irs.gov/credits-deductions/credits-for-new-clean-vehicles-purchased-in-2023-or-after\">tax credit \u003c/a>of up to $7,500 for some vehicles, with income restrictions of $150,000 for individuals and $300,000 for married couples filing jointly.\u003c/p>\n\u003cp>Bill Magavern, policy director of the Coalition for Clean Air, a Los Angeles-based advocacy group, said the state will “democratize clean transportation” with its more targeted subsidies.\u003c/p>\n\u003cp>“It is time for (the state rebate) to go away,” Magavern said. “When EVs were considered to be exotic and strange and out of reach for most people, it was important to have this broad-based rebate. But now EVs have gone mainstream.”\u003c/p>\n\u003cp>But some car dealers worry that ending the rebate for middle-to–higher income Californians might discourage people from buying the cars.\u003c/p>\n\u003cp>Jessie Dosanjh, president of the California Automotive Retailing Group, a network of dealerships in the San Francisco Bay Area where about 20% of sales are electric vehicles, said the cars are still relatively expensive compared to other options.\u003c/p>\n\u003cp>Still, he said he understands why the state is shifting its focus to consumers with low-to-middle-income.\u003c/p>\n\u003cp>“As we’re moving into more mass adoption, I think it’s critical to have that income-based structure, because it opens up the market to some people who might be on the fringe, and not be able to afford it due to income limitations,” Dosanjh said.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11956089,news_11944855,news_11932078"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The average price of an electric car was \u003ca href=\"https://www.coxautoinc.com/market-insights/kbb-atp-july-2023/#:~:text=According%20to%20Kelley%20Blue%20Book,%24199%20from%20one%20year%20ago.\">$53,469 in July\u003c/a>, about 18% lower than a year earlier. The industry average for all 2023 cars in July was about $48,300.\u003c/p>\n\u003cp>The Clean Vehicle Rebate Project has issued half a million rebates worth $1.2 billion. And the program remains wildly popular, hitting a record 14,000 applications in July, the air board said.\u003c/p>\n\u003cp>Now its website announces: “Funds for CVRP are nearly exhausted. Applications received on or after September 6, 2023, will be placed on a standby list and are not guaranteed a rebate.”\u003c/p>\n\u003cp>“While it is disappointing to see the most successful incentive program in history end, the march toward eliminating traditional (rebates) and directing the very limited funding to equity programs has been clear for several years now,” said Steve Douglas, a vice president at the Alliance for Automotive Innovation, an auto industry group.\u003c/p>\n\u003ch2>The goal: Making electric cars affordable for everyone\u003c/h2>\n\u003cp>\u003ca href=\"https://calmatters.org/series/california-electric-vehicles/\">California is trying to electrify its 25 million cars, clean up its severe air pollution and reduce the state’s reliance on fossil fuels\u003c/a>. To do so, the state is mandating that 35% of new 2026 car models sold in California must be zero-emissions, climbing to 68% in 2030 and 100% in 2035.\u003c/p>\n\u003cp>For the mandate to succeed, the government has to ensure that people throughout the state, in all income levels, can afford electric cars.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘It is time for (the state rebate) to go away. When EVs were considered to be exotic and strange and out of reach for most people, it was important to have this broad-based rebate. But now EVs have gone mainstream.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Bill Magavern, policy director, Coalition for Clean Air","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>But a \u003ca href=\"https://calmatters.org/environment/2023/03/california-electric-cars-demographics/\">CalMatters’ statewide analysis of ZIP codes earlier this year \u003c/a>showed extreme disparities in electric car ownership. Communities with mostly white and Asian high-income residents have the state’s highest concentrations of zero-emission cars. In stark contrast, California ZIP codes with the largest percentages of Latino and Black residents have extremely low proportions of electric cars — many with no electric cars at all.\u003c/p>\n\u003cp>Income seems to be the main driver of the disparities, according to CalMatters’ analysis. Most median household incomes in the top 10 ZIP codes for electric cars exceeded $200,000, much higher than the statewide $84,097.\u003c/p>\n\u003cp>Dosanjh, from the Bay Area car dealership group, said early adopters were often higher-earning people who worked in the technology industry, or at least technology enthusiasts. But these days he said he sees more people buying electric cars to replace their gas-powered vehicles, rather than having them as novelty and luxury items.\u003c/p>\n\u003cp>More than \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/new-zev-sales\">1.6 million zero-emission vehicles\u003c/a> have been sold in California; one out of four cars sold during the second quarter of this year were zero emissions.\u003c/p>\n\u003cp>Erich Muehlegger, a professor of economics at UC Davis, said the Clean Vehicle Rebate Project has been “the main workhorse to encourage people to buy zero-emissions vehicles.”\u003c/p>\n\u003cp>But the rebate program has been subject to \u003ca href=\"https://calmatters.org/environment/2022/08/california-electric-cars-rebates/\">inconsistent and inadequate funding\u003c/a>, according to CalMatters reporting. Last year the program was flooded with requests for the money, resulting in long waits.\u003c/p>\n\u003cp>In addition, the various state programs were confusing to Californians. Now they can apply in one place.\u003c/p>\n\u003cp>“Closing out the (rebate) program has been the plan for some time, and in 2015 the decision was made that when ZEVs reached 16% of new vehicle sales, [that] would be the point where that would happen. We let it run longer (25%) just to ensure we had a healthy market,” Clegern said.\u003c/p>\n\u003cp>“The state concluded that shifting financing to Californians who may have been left out of the ZEV market because of their income is the right thing to do and also deepens the market,” he said.\u003c/p>\n\u003cp>The program that will be expanded, Clean Cars 4 All, has assisted households with low-to-middle-income as well as families who live in areas designated as “disadvantaged communities,” with low socioeconomic status as well as environmental risks.\u003c/p>\n\u003cp>The new program will be rolled out with a revamped financing assistance program for buyers.\u003c/p>\n\u003cp>The money comes from the state’s greenhouse gas reduction fund, which raises money by selling carbon allowances to pollution-emitting businesses, as well as money from the state’s budget.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11960500/california-will-end-electric-car-rebates-to-subsidize-lower-income-car-buyers","authors":["byline_news_11960500"],"categories":["news_8","news_1397"],"tags":["news_33153","news_33154","news_33155","news_33149","news_33152","news_22457","news_31508","news_27626","news_33151"],"affiliates":["news_18481"],"featImg":"news_11960503","label":"news_18481"},"news_11944855":{"type":"posts","id":"news_11944855","meta":{"index":"posts_1591205157","site":"news","id":"11944855","score":null,"sort":[1679955973000]},"guestAuthors":[],"slug":"black-and-latino-communities-almost-nonexistent-in-californias-electric-car-market","title":"Black and Latino Communities Almost Nonexistent in California's Electric Car Market","publishDate":1679955973,"format":"standard","headTitle":"KQED News","labelTerm":{},"content":"\u003cp>In Atherton, one of the nation’s richest towns, giant oaks and well-manicured hedges surround gated mansions owned by some of Silicon Valley’s most prominent billionaires, basketball stars, tech executives and venture capitalists.\u003c/p>\n\u003cp>Each set on an acre of land, six-bedroom estates, brick-paved pathways, neoclassical statues and cascading fountains are on full display. But increasingly, another status symbol has been parked in these driveways: a shiny electric car — sometimes two.\u003c/p>\n\u003cp>This tiny San Mateo County community — with an \u003ca href=\"https://www.zillow.com/home-values/30280/atherton-ca/\">average home value of almost $7.5 million\u003c/a> and \u003ca href=\"https://www.bloomberg.com/news/articles/2020-02-20/in-america-s-richest-town-500k-a-year-is-now-below-average\">average household income exceeding half a million dollars\u003c/a> — has California’s highest percentage of electric cars, according to a CalMatters analysis of data from the Energy Commission. About one out of every seven, or 14%, of Atherton’s 6,261 cars are electric.\u003c/p>\n\u003cp>CalMatters’ statewide analysis of ZIP codes reveals a strikingly homogenous portrait of who owns electric vehicles in California: Communities with mostly white and Asian, college-educated and high-income residents have the state’s highest concentrations of zero-emission cars. And most are concentrated in Silicon Valley cities and affluent coastal areas of Los Angeles and Orange counties.\u003c/p>\n\u003cp>This racial and economic divide may be unsurprising — but it illustrates the mammoth task that California faces as it \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/summary-california-vehicle-and-transportation\">tries to electrify its 25 million cars\u003c/a> to battle climate change, clean up its severe air pollution and reduce reliance on fossil fuels. Under a state mandate enacted last year, \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-cars-program/advanced-clean-cars-ii\">35% of cars sold in California, beginning with 2026 models, must be zero-emission\u003c/a>, ramping up to 68% in 2030 and 100% in 2035.[pullquote size=\"medium\" align=\"right\" citation=\"Kevin Fingerman, associate professor of energy and climate, California State Polytechnic University, Humboldt\"]'The barriers to people owning electric vehicles across the demographics in the state are real. But they're solvable.'[/pullquote]\u003c/p>\n\u003cp>But if people who buy electric cars are largely white or Asian, highly educated, wealthy, coastal suburbanites, will the state’s transformation succeed? Will new electric cars be attainable for all Californians — no matter their race, income and location — in the coming decade?\u003c/p>\n\u003cp>High upfront vehicle costs, lack of chargers for renters and inadequate access to public charging stations in lower-income and rural communities hamper California’s ability to expand EV ownership beyond affluent parts of the Bay Area and Los Angeles area.[aside postID=\"news_11937772,news_11923634,news_11935585\" label=\"Related Posts\"]The cost of new electric cars is the most obvious factor driving the racial and income disparities in who buys them: The \u003ca href=\"https://b2b.kbb.com/news/view/vehicle-transaction-prices-february-2023/#:~:text=The%20average%20price%20paid%20for%20a%20new%20EV%20decreased%20by,well%20above%20the%20industry%20average.\">average as of February was $58,385\u003c/a> — about $9,600 more than the average car — although it dropped from \u003ca href=\"https://www.kbb.com/car-advice/electric-car-faqs/#:~:text=According%20to%20Cox%20Automotive%2C%20parent,%2448%2C100%20in%20the%20same%20timeframe.\">about $65,000 last year\u003c/a>. \u003ca href=\"https://www.cars.com/articles/here-are-the-11-cheapest-electric-vehicles-you-can-buy-439849/\">Lower-end fully electric cars start around $27,500.\u003c/a>\u003c/p>\n\u003cp>Kevin Fingerman, an associate professor of energy and climate at California State Polytechnic University, Humboldt, said the primary reason why more people in white, affluent, college-educated communities own electric cars is that they tend to be early adopters of new technology, with easier access.\u003c/p>\n\u003cp>“California is prioritizing the rapid electrification of the light-duty vehicle sector and it’s right in doing so. But it’s going to be important in the process to make sure that there is equitable access,” said Fingerman, who co-authored a study on racial and income disparities to electric vehicle charging.\u003c/p>\n\u003cfigure id=\"attachment_11944889\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944889\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960-800x538.jpg\" alt=\"\" width=\"800\" height=\"538\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960-800x538.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960-1020x685.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960-160x108.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jeffrey Hall waits as his Tesla car recharges at a Tesla Supercharger station on April 14, 2022, in Pasadena. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To rapidly electrify the fleet, state officials must address the roadblocks causing the wide gaps in electric vehicle ownership: Expanding the state’s public and in-home charging networks, funding more rebates for low and middle-income residents and increasing the pool of used electric cars. The goal is to \u003ca href=\"https://ww2.arb.ca.gov/resources/documents/cars-and-light-trucks-are-going-zero-frequently-asked-questions\">give consumers confidence in the reliability and affordability of the cars\u003c/a> and reduce their anxiety about limited range and charging availability.\u003c/p>\n\u003cp>“As more electric vehicles are on the road, we’re going to need to be creative about policy solutions to address those issues to make sure that the benefits of owning an electric vehicle are shared across the demographics in the state of California and beyond,” Fingerman said.\u003c/p>\n\u003ch2>A portrait of electric car hot spots\u003c/h2>\n\u003cp>About 838,000 electric cars were on California’s roads in 2021, and under the state mandate, it’s expected to surge to 12.5 million by 2035.\u003c/p>\n\u003cp>No statewide data exists to break down the race or other demographic characteristics of California’s car buyers. But \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/light-duty-vehicle\">CalMatters compared the ZIP codes of 2021 electric car registrations\u003c/a> with census information on the race, income and education of people in those ZIP codes. (Electric cars include battery-only models, plug-in hybrids and fuel-cell electric vehicles. ZIP codes with fewer than 1,000 residents were excluded from the analysis.)\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://calmatters-graphics-zev-zip.netlify.app/top-zips#amp=1\" width=\"800\" height=\"620\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>California’s highest concentrations of electric cars — between 10.9% and 14.2% of all vehicles — are in ZIP codes where residents are at least 75% white and Asian. In addition to Atherton, that includes neighborhoods in Los Altos, Palo Alto, Berkeley, Santa Monica and Newport Coast, among others.\u003c/p>\n\u003cp>In stark contrast, California ZIP codes with the largest percentages of Latino and Black residents have extremely low proportions of electric cars.\u003c/p>\n\u003cp>In the 20 California ZIP codes where Latinos make up more than 95% of the population — including parts of Kings, Tulare, Fresno, Riverside and Imperial counties — between zero and 1% of cars are electric.\u003c/p>\n\u003cp>And 17 of the 20 communities with the highest percentage of Blacks have between zero and 2.6% electric cars. (Los Angeles’ relatively affluent Ladera Heights and two Oakland ZIPs have between 3.3% and 4.7%.)\u003c/p>\n\u003cp>Still, not all communities with a lot of electric car drivers are majority white. Four of the top 20 EV ZIP codes have more Asian residents than white. For instance, more than three-quarters of residents in Fremont’s 94539, which is ranked 14th with 11.4% of registered cars electric, are Asian.\u003c/p>\n\u003cp>Income seems to be a main driver of the disparities, according to CalMatters’ analysis. Most of the median household incomes in the top 10 exceed $200,000, much higher than the statewide $84,097. Typical home values in those communities exceed $3 million, according to Zillow estimates.\u003c/p>\n\u003cp>In contrast, electric cars are nearly non-existent in California’s lowest income communities: only 1.4% of cars in Stockton’s 95202, where the median household income is $16,976, and 0.5% in Fresno’s 93701, where the median is $25,905. Most are plug-in hybrids, which are less expensive.\u003c/p>\n\u003cp>Also, at least three-quarters of residents in the top 10 communities for electric vehicle ownership have a bachelor’s degree or higher.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://calmatters-graphics-zev-zip.netlify.app/charts#amp=1\" width=\"800\" height=\"850\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Rural and remote parts of the state — even the entire Central Valley — also are left out of the top ZIP codes with electric cars. With limited charging access, rural residents who drive long distances fear they’ll get stranded if their car runs out of juice.\u003c/p>\n\u003cp>“It makes sense why we would see way more concentrations of EVs in densely urban areas or populated areas,” Fingerman said. “The barriers to people owning electric vehicles across the demographics in the state are real. But they’re solvable.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.sciencedirect.com/science/article/pii/S0967070X20309021\">Black and Latino residents — who make up almost half of California’s population — are less than half as likely as whites to have access to a public charger\u003c/a>, according to the study Fingerman co-authored. Disparities in access are also higher in areas with more multi-unit housing, the study showed.\u003c/p>\n\u003cp>Yet \u003ca href=\"https://advocacy.consumerreports.org/press_release/evsurvey2019/\">interest in electric cars is high across all incomes and races\u003c/a>, according to a 2019 survey conducted by Consumer Reports and the Union of Concerned Scientists.\u003c/p>\n\u003cp>About a third of survey respondents making $50,000 to $99,999 a year and under $50,000 a year expressed some interest in an electric car as their next purchase. People of color also expressed interest, with 42% saying they would consider an electric vehicle as their next car.\u003c/p>\n\u003ch2>Affordability: 'The average person can't afford to buy' an EV\u003c/h2>\n\u003cp>Christopher Bowe, 48, of Hayward in Alameda County, considers himself an early adopter of new technology. He purchased his electric Ford F-150 Lightning new for $70,000 late last year.\u003c/p>\n\u003cp>Bowe lives in a ZIP code where only 2% of cars are electric, but he lives next to Fremont’s 94539, where it’s 11.4%, so he regularly sees a lot of drivers with electric models.\u003c/p>\n\u003cp>Bowe, who makes a little more than $100,000 a year working for FedEx, said his income and living situation made it easy for him to opt for an electric vehicle: He lives in a single-family house with residential solar, which allows him to charge at home and keep his electric bill low.\u003c/p>\n\u003cfigure id=\"attachment_11944893\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944893\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM-800x551.png\" alt=\"A graphic showing a white man sitting in the driver's seat of a vehicle wearing a dark Under Armour hoodie.\" width=\"800\" height=\"551\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM-800x551.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM-1020x702.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM-160x110.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM.png 1534w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Chris Bowe sits in the door of his all-electric Ford Lightning truck at his home in Hayward on March 2, 2022. \u003ccite>(Felix Uribe)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Bowe had always been interested in buying an electric vehicle, but finding a pickup truck that suited his needs was a challenge for years. The 2022 F-150 Lightning was one of the first electric trucks to hit the market, and it sold out quickly.\u003c/p>\n\u003cp>“I’ve always been a truck guy and everything previous was kind of small, underpowered,” he said. “I’m a 300-pound guy. I like being up above the traffic and being able to see out in front of me. It fits my body size better.”\u003c/p>\n\u003cp>Bowe worries that the state’s 2035 timeline for 100% new electric models could be moving too fast because of the lack of affordable options. He said automakers should be given incentives to offer more affordable options.\u003c/p>\n\u003cp>The California Air Resources Board did build some incentives into its mandate: Automakers qualify for credits toward meeting their zero-emission sales target through 2031 if they sell cars at a 25% discount through community-based programs, or if they offer passenger cars for less than $20,000 and light trucks for under $27,000.\u003c/p>\n\u003cp>Automakers say they are working to speed up production and develop more affordable models. \u003ca href=\"https://www.npr.org/2023/01/13/1149002185/tesla-prices-model-y-model-3-electric-cars-elon-musk\">Tesla in January slashed prices for all models by 20%\u003c/a>, which made the cars eligible for a $7,500 federal tax credit. \u003ca href=\"https://www.tesla.com/compare\">Base prices are now $55,000 and $90,000.\u003c/a> Two weeks later, \u003ca href=\"https://s201.q4cdn.com/693218008/files/doc_news/2023/01/mach-e-pricing_press-release-(jan.-23-2023).pdf\">Ford cut the price of its most popular Mustang Mach-E (PDF)\u003c/a> by 6% to 9%, to a \u003ca href=\"https://www.ford.com/suvs/mach-e/\">starting price of $46,000\u003c/a>.\u003c/p>\n\u003cp>“We are producing more EVs to reduce customer wait times, offering competitive pricing and working to create an ownership experience that is second to none,” said Marin Gjaja, Ford’s chief customer officer. “We will continue to push the boundaries to make EVs more accessible for everybody.”\u003c/p>\n\u003cp>David Reichmuth, a senior engineer at the Union of Concerned Scientists who studies EV market trends, said the state’s mandate will help drive the market and lower prices, narrowing the gap between electric models and gas cars over the next 12 years.\u003c/p>\n\u003cp>“We know that new car buyers, both gasoline and EV buyers, are more affluent than the general population and more affluent than used car buyers,” Reichmuth said. Nearly half of all new cars nationwide are bought by households with incomes exceeding $100,000, according to his study based on 2017 data. “As the new rules kick in, we’re going to see a greater number of options go electric. That’s also going to make these vehicles more affordable,” he said.\u003c/p>\n\u003cp>In the meantime, state and federal rebates and grants are critical to making the vehicles more affordable, said air board spokesperson Melanie Turner.\u003c/p>\n\u003cp>The air board last year approved \u003ca href=\"https://ww2.arb.ca.gov/news/carb-approves-historic-26-billion-investment-largest-date-clean-cars-trucks-mobility-options\">$326 million in purchase incentives\u003c/a> for lower-income consumers, Turner said. Eligible residents can receive up to $15,000 for a new electric car and up to $19,500 for trading in a gas car — an increase of $3,000 from the state’s previous offerings. The programs \u003ca href=\"https://aspe.hhs.gov/topics/poverty-economic-mobility/poverty-guidelines\">accept applications from residents with incomes at or below 300% of the federal poverty level\u003c/a> — equivalent to $43,740 for an individual or $90,000 for a family of four.\u003c/p>\n\u003cp>In recent years, however, the programs have experienced \u003ca href=\"https://calmatters.org/environment/2022/08/california-electric-cars-rebates/\">inconsistent and inadequate funding\u003c/a>. Last year lower-income consumers were turned away — funding had run out and waitlists were shut down because of backlogs.\u003c/p>\n\u003cp>Problems with the \u003ca href=\"https://cleanvehiclegrants.org/\">Clean Vehicle Assistance Program\u003c/a> were resolved last year, Turner said. “We paid all the applications on the reservation list and we are getting ready to reopen the program with new criteria soon,” she said.\u003c/p>\n\u003cp>The state credits can be combined with \u003ca href=\"https://electrificationcoalition.org/wp-content/uploads/2022/08/SAFE_1-sheet_Webinar.pdf\">new federal tax credits (PDF)\u003c/a> under the Inflation Reduction Act. Through 2032, eligible car buyers — with caps on income and price – can get up to $7,500 for a new electric vehicle and up to $4,000 for a used one.\u003c/p>\n\u003cp>“We are hoping this boost in incentives for clean car purchases will help to make a difference,” Turner said.\u003c/p>\n\u003cp>Electric cars require far \u003ca href=\"https://calmatters.org/environment/2022/06/electric-car-mandate-california/\">less maintenance and have lower operating costs\u003c/a> than their gas-powered counterparts, making them less expensive over time. Car drivers will save an estimated $3,200 over 10 years for a 2026 electric car compared to a gas-powered car, and $7,500 for a 2035 car, according to the air board’s estimates.\u003c/p>\n\u003ch2>'We need better options for renters'\u003c/h2>\n\u003cp>Charging remains one of the biggest concerns for people who own or are interested in buying an electric vehicle. \u003ca href=\"https://tableau.cnra.ca.gov/t/CNRA_CEC_PUBLIC/views/DMVDataPortal/ZEVInfrastructure?%3Adisplay_count=n&%3Aembed=y&%3AisGuestRedirectFromVizportal=y&%3Aorigin=viz_share_link&%3AshowAppBanner=false&%3AshowVizHome=n\">California has about 80,000 public chargers\u003c/a>, with another estimated 17,000 on the way. But the \u003ca href=\"https://www.energy.ca.gov/news/2021-06/report-shows-california-needs-12-million-electric-vehicle-chargers-2030\">state will need 1.2 million for the 7.5 million electric vehicles\u003c/a> expected on the roads by 2030.\u003c/p>\n\u003cp>Many people residing in apartments or condominiums are reliant on public charging stations because they don’t have chargers in their buildings’ parking garages. \u003ca href=\"https://www.pge.com/en_US/residential/solar-and-vehicles/options/clean-vehicles/electric/charger-options/electric-vehicles-charging-pge.page?WT.mc_id=Vanity_evcharging\">A standard level 2 charger costs between $500 and $700, plus installing an electricity meter costs $2,000 to $8,000 or more\u003c/a>, according to Pacific Gas & Electric.\u003c/p>\n\u003cp>Urvi Nagrani, 35, of Los Altos in Santa Clara County, charges her 2021 Chevy Bolt at public stations. She lives in an accessory dwelling unit with no home charger.\u003c/p>\n\u003cp>“People living in Silicon Valley have home chargers,” she said. “But we need to have better options for renters because it hasn’t gotten much better for me as a renter.”\u003c/p>\n\u003cfigure id=\"attachment_11944894\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944894\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM-800x547.png\" alt=\"A graphic showing a woman with sunglasses and a dark shirt standing between the driver's seat and door of a vehicle on the road.\" width=\"800\" height=\"547\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM-800x547.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM-1020x698.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM.png 1520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Urvi Nagrani and her electric vehicle outside her home in Los Altos on March 2, 2022. \u003ccite>(Shelby Knowles/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>ZIP code 94024, where Nagrani lives, ranks fifth statewide in percentage of electric vehicles. Of its 19,089 car registrations, 13.4% are electric. Nagrani said there are plenty of public charging stations available — but some are broken or occupied, with long wait times.\u003c/p>\n\u003cp>Even worse, she often takes long road trips and experiences many more challenges finding reliable chargers on the road. Navigating the apps showing locations of charging stations can be confusing.\u003c/p>\n\u003cp>“There are trade-offs,” she added. “I got my EV with very clear eyes.”\u003c/p>\n\u003cp>Nagrani said she leased her Chevy Bolt for $196 per month when she had a $180,000-a-year job. She was recently laid off from her tech job, joining thousands of others in Silicon Valley who are suddenly unemployed.\u003c/p>\n\u003cp>Richard Landers, 75, a retiree in Santa Monica, earns more than $200,000 a year from his investments. He loves his Tesla 2015 Model S, which he bought new for about $90,000 that year.\u003c/p>\n\u003cp>“It’s a wonderful drive, I have had essentially no maintenance requirements in seven years and I feel good — not perfect, because it’s still a car — about my reduced environmental impact as a driver,” he said.\u003c/p>\n\u003cp>Landers, who lives in a mid-rise condominium, said he wouldn’t have switched to an electric vehicle if he couldn’t charge his car in his garage. Landers had Southern California Edison install an electric meter and hired an electrician to equip his parking space in the condo’s garage with a charger, which cost him about $2,500, he said.\u003c/p>\n\u003cp>Landers’ 90402 ZIP code ranks sixth on the list of California areas with the highest percentage of electric vehicles — 13.3% of its 8,178 cars. But even there, charging is a big problem for his neighbors in Santa Monica’s multifamily dwellings, he said.\u003c/p>\n\u003cp>“Having the ability to charge at home is very important to making electric vehicles attractive and practical for most people,” he said.\u003c/p>\n\u003cfigure id=\"attachment_11944895\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944895\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM-800x498.png\" alt=\"A graphic showing a while man wearing a dark jacket and light pants standing with the driver's side door open of a vehicle.\" width=\"800\" height=\"498\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM-800x498.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM-1020x635.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM-160x100.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM.png 1514w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Richard Landers with his electric vehicle in Santa Monica on March 3, 2023. \u003ccite>(Lauren Justice/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Landers worries that delayed progress in installing chargers in multifamily buildings could delay the transition to electric vehicles.\u003c/p>\n\u003cp>It’s a widespread problem that state leaders have been trying to address. By January 2025, a new law passed last year \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB1738\">will require the state to adopt regulations requiring businesses to install charging stations\u003c/a> in existing commercial buildings. Another 2022 law \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220AB2075&search_keywords=building+%23%23%23california%23%23%23code\">will require new and existing buildings, including hotels, motels and multi-family dwellings, to install charging stations\u003c/a>.\u003c/p>\n\u003cp>The state is helping fund some of these chargers through grants, including a recent investment of $26 million for 13 projects in multifamily homes, said Hannon Rasool, director of the California Energy Commission’s fuels and transportation division.\u003c/p>\n\u003ch2>The rural dilemma: 'They don't want to get stuck'\u003c/h2>\n\u003cp>Kay Ogden, 62, an avid environmentalist and executive director of the Eastern Sierra Land Trust, has driven her Ford Mustang Mach-E SUV for a little more than a year. She loves her electric car, which she purchased new for about $60,000.\u003c/p>\n\u003cp>But Ogden, who lives in the Sierra Nevada foothills 18 miles northwest of Bishop, said her rural community’s lack of public chargers has been a big issue for her. There aren’t enough reliable, working chargers or fast chargers for non-Teslas in Inyo County.\u003c/p>\n\u003cp>San Mateo County has 4,398 public chargers serving its \u003ca href=\"https://www.smcgov.org/fast-facts\">747 square miles\u003c/a>, while Inyo County has just 49 chargers across its massive \u003ca href=\"https://www.inyocounty.us/government/about-inyo-county/demographics\">10,140 square miles\u003c/a> — home to just 19,000 residents but visited by hundreds of thousands of hikers, skiers, anglers and other tourists. Sierra County, with \u003ca href=\"https://www.census.gov/quickfacts/fact/table/sierracountycalifornia/PST045221\">3,300 residents\u003c/a>, has just one public level 2 charger.\u003c/p>\n\u003cp>Ogden often drives long distances — at least 80 miles per day — to work, buy groceries and obtain services such as medical care. The region’s \u003ca href=\"https://www.consumerreports.org/cars/hybrids-evs/how-temperature-affects-electric-vehicle-range-a4873569949/\">cold temperatures also can substantially reduce an electric car’s range\u003c/a>.\u003c/p>\n\u003cp>Ogden initially had range anxiety so she started looking for a hybrid, but changed her mind to avoid purchasing another vehicle with an internal combustion engine reliant on fossil fuels. She chose a model with a longer range, 275 miles, to help ease her anxiety.\u003c/p>\n\u003cp>“Going from gas, going fully electric seemed so scary,” she said. “But hybrids still have internal combustion engines. So I evolved. I decided, I’m just jumping in. I’m going for it. I’m going to go electric.”\u003c/p>\n\u003cp>Bob Burris, deputy chief economic development officer at the Rural County Representatives of California, which represents 40 counties, said rural residents have widespread interest in electric vehicles, but the lack of public chargers has deterred many.\u003c/p>\n\u003cp>“They might have charging in their homes, but it is still a challenge for them to go anywhere,” he said. “They don’t want to get stuck on the side of the road, or if they’re escaping from a wildfire or a natural disaster and you need to move without readily available public charging.”\u003c/p>\n\u003cp>None of the top ZIP codes with high concentrations of electric vehicles are in the middle of the state — including the vast Central Valley — or in eastern counties. Instead, they are congregated along the coasts in populous parts of the Bay Area and Los Angeles, according to CalMatters’ analysis.\u003c/p>\n\u003cfigure id=\"attachment_11944896\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944896\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-800x528.png\" alt=\"A white woman wearing a red and black jacket standing next to a red vehicle outside as it snows with water vessels stacked in the background.\" width=\"800\" height=\"528\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-800x528.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-1020x674.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-160x106.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-1536x1015.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM.png 1544w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Shown with her electric Mustang as it begins to snow, Kay Ogden, who lives in Inyo County's Round Valley, struggles to find enough working public chargers near her remote community in the remote foothills of the Sierra Nevada. \u003ccite>(Lou Bank/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The unpredictability of charging stations in Sierra Nevada towns has been deeply frustrating, Ogden said.\u003c/p>\n\u003cp>“I go to charge at a certain place and three out of five are broken, or they’ve been vandalized and maybe there’s snow or trash piled up by one and you can’t get to it,” Ogden said. “The companies need to be held accountable for having chargers that are listed on apps that don’t work.”\u003c/p>\n\u003cp>More than half of 3,500 drivers in a nationwide survey, conducted by the consumer advocacy group Plug In America, \u003ca href=\"https://pluginamerica.org/wp-content/uploads/2021/02/2021-PIA-Survey-Report.pdf\">reported encountering problems with broken public chargers(PDF)\u003c/a>. Another survey by the air board found \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2022-02/EVSE%20Standards%20Technology%20Review%204Feb22.pdf\">barriers to charging and broken chargers (PDF)\u003c/a>.\u003c/p>\n\u003cp>State officials do not track numbers of broken chargers, Rasool, of the California Energy Commission, said. But state lawmakers last year passed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB2061\">legislation establishing a reporting mechanism for broken chargers at publicly funded stations\u003c/a>. The state also plans to inspect state-funded chargers to assess how many need repair, he said.\u003c/p>\n\u003cp>The new law, however, “doesn’t give us the authority to require (reports) from a fully privately funded charging station,” he said. “We’re very committed, but we do think we need to ensure the whole network — whether we fund it or not — is reliable for drivers.”\u003c/p>\n\u003cp>The rural county organization is helping local governments access public money and streamline their permitting process for building new charging stations.\u003c/p>\n\u003cp>“If there’s a pretty robust charging system in rural areas, there’s going to be more people interested in buying EVs,” Burris said. “I don’t think we’re going to hit our goals as a state unless rural areas are included a bit more than they have been in recent years.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"Communities with high concentrations of electric cars are affluent, college-educated and at least 75% white and Asian. In contrast, electric cars are almost nonexistent in Black, Latino, lower-income and rural communities — revealing the enormous task that California faces electrifying its entire fleet.","status":"publish","parent":0,"modified":1679955973,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":true,"iframeSrcs":["https://calmatters-graphics-zev-zip.netlify.app/top-zips#amp=1","https://calmatters-graphics-zev-zip.netlify.app/charts#amp=1"],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":80,"wordCount":3773},"headData":{"title":"Black and Latino Communities Almost Nonexistent in California's Electric Car Market | KQED","description":"Communities with high concentrations of electric cars are affluent, college-educated and at least 75% white and Asian. In contrast, electric cars are almost nonexistent in Black, Latino, lower-income and rural communities — revealing the enormous task that California faces electrifying its entire fleet.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Black and Latino Communities Almost Nonexistent in California's Electric Car Market","datePublished":"2023-03-27T22:26:13.000Z","dateModified":"2023-03-27T22:26:13.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"CalMatters","sourceUrl":"https://calmatters.org","nprByline":"\u003ca href=\"https://calmatters.org/author/nadia-lopez/\">Nadia Lopez\u003c/a> and \u003ca href=\"https://calmatters.org/author/ericayee/\">Erica Yee\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11944855/black-and-latino-communities-almost-nonexistent-in-californias-electric-car-market","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>In Atherton, one of the nation’s richest towns, giant oaks and well-manicured hedges surround gated mansions owned by some of Silicon Valley’s most prominent billionaires, basketball stars, tech executives and venture capitalists.\u003c/p>\n\u003cp>Each set on an acre of land, six-bedroom estates, brick-paved pathways, neoclassical statues and cascading fountains are on full display. But increasingly, another status symbol has been parked in these driveways: a shiny electric car — sometimes two.\u003c/p>\n\u003cp>This tiny San Mateo County community — with an \u003ca href=\"https://www.zillow.com/home-values/30280/atherton-ca/\">average home value of almost $7.5 million\u003c/a> and \u003ca href=\"https://www.bloomberg.com/news/articles/2020-02-20/in-america-s-richest-town-500k-a-year-is-now-below-average\">average household income exceeding half a million dollars\u003c/a> — has California’s highest percentage of electric cars, according to a CalMatters analysis of data from the Energy Commission. About one out of every seven, or 14%, of Atherton’s 6,261 cars are electric.\u003c/p>\n\u003cp>CalMatters’ statewide analysis of ZIP codes reveals a strikingly homogenous portrait of who owns electric vehicles in California: Communities with mostly white and Asian, college-educated and high-income residents have the state’s highest concentrations of zero-emission cars. And most are concentrated in Silicon Valley cities and affluent coastal areas of Los Angeles and Orange counties.\u003c/p>\n\u003cp>This racial and economic divide may be unsurprising — but it illustrates the mammoth task that California faces as it \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/transportation-energy/summary-california-vehicle-and-transportation\">tries to electrify its 25 million cars\u003c/a> to battle climate change, clean up its severe air pollution and reduce reliance on fossil fuels. Under a state mandate enacted last year, \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-cars-program/advanced-clean-cars-ii\">35% of cars sold in California, beginning with 2026 models, must be zero-emission\u003c/a>, ramping up to 68% in 2030 and 100% in 2035.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'The barriers to people owning electric vehicles across the demographics in the state are real. But they're solvable.'","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Kevin Fingerman, associate professor of energy and climate, California State Polytechnic University, Humboldt","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>But if people who buy electric cars are largely white or Asian, highly educated, wealthy, coastal suburbanites, will the state’s transformation succeed? Will new electric cars be attainable for all Californians — no matter their race, income and location — in the coming decade?\u003c/p>\n\u003cp>High upfront vehicle costs, lack of chargers for renters and inadequate access to public charging stations in lower-income and rural communities hamper California’s ability to expand EV ownership beyond affluent parts of the Bay Area and Los Angeles area.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11937772,news_11923634,news_11935585","label":"Related Posts "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The cost of new electric cars is the most obvious factor driving the racial and income disparities in who buys them: The \u003ca href=\"https://b2b.kbb.com/news/view/vehicle-transaction-prices-february-2023/#:~:text=The%20average%20price%20paid%20for%20a%20new%20EV%20decreased%20by,well%20above%20the%20industry%20average.\">average as of February was $58,385\u003c/a> — about $9,600 more than the average car — although it dropped from \u003ca href=\"https://www.kbb.com/car-advice/electric-car-faqs/#:~:text=According%20to%20Cox%20Automotive%2C%20parent,%2448%2C100%20in%20the%20same%20timeframe.\">about $65,000 last year\u003c/a>. \u003ca href=\"https://www.cars.com/articles/here-are-the-11-cheapest-electric-vehicles-you-can-buy-439849/\">Lower-end fully electric cars start around $27,500.\u003c/a>\u003c/p>\n\u003cp>Kevin Fingerman, an associate professor of energy and climate at California State Polytechnic University, Humboldt, said the primary reason why more people in white, affluent, college-educated communities own electric cars is that they tend to be early adopters of new technology, with easier access.\u003c/p>\n\u003cp>“California is prioritizing the rapid electrification of the light-duty vehicle sector and it’s right in doing so. But it’s going to be important in the process to make sure that there is equitable access,” said Fingerman, who co-authored a study on racial and income disparities to electric vehicle charging.\u003c/p>\n\u003cfigure id=\"attachment_11944889\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960.jpg\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944889\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960-800x538.jpg\" alt=\"\" width=\"800\" height=\"538\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960-800x538.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960-1020x685.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960-160x108.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/GettyImages-1391526960.jpg 1024w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jeffrey Hall waits as his Tesla car recharges at a Tesla Supercharger station on April 14, 2022, in Pasadena. \u003ccite>(Mario Tama/Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>To rapidly electrify the fleet, state officials must address the roadblocks causing the wide gaps in electric vehicle ownership: Expanding the state’s public and in-home charging networks, funding more rebates for low and middle-income residents and increasing the pool of used electric cars. The goal is to \u003ca href=\"https://ww2.arb.ca.gov/resources/documents/cars-and-light-trucks-are-going-zero-frequently-asked-questions\">give consumers confidence in the reliability and affordability of the cars\u003c/a> and reduce their anxiety about limited range and charging availability.\u003c/p>\n\u003cp>“As more electric vehicles are on the road, we’re going to need to be creative about policy solutions to address those issues to make sure that the benefits of owning an electric vehicle are shared across the demographics in the state of California and beyond,” Fingerman said.\u003c/p>\n\u003ch2>A portrait of electric car hot spots\u003c/h2>\n\u003cp>About 838,000 electric cars were on California’s roads in 2021, and under the state mandate, it’s expected to surge to 12.5 million by 2035.\u003c/p>\n\u003cp>No statewide data exists to break down the race or other demographic characteristics of California’s car buyers. But \u003ca href=\"https://www.energy.ca.gov/data-reports/energy-almanac/zero-emission-vehicle-and-infrastructure-statistics/light-duty-vehicle\">CalMatters compared the ZIP codes of 2021 electric car registrations\u003c/a> with census information on the race, income and education of people in those ZIP codes. (Electric cars include battery-only models, plug-in hybrids and fuel-cell electric vehicles. ZIP codes with fewer than 1,000 residents were excluded from the analysis.)\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://calmatters-graphics-zev-zip.netlify.app/top-zips#amp=1\" width=\"800\" height=\"620\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>California’s highest concentrations of electric cars — between 10.9% and 14.2% of all vehicles — are in ZIP codes where residents are at least 75% white and Asian. In addition to Atherton, that includes neighborhoods in Los Altos, Palo Alto, Berkeley, Santa Monica and Newport Coast, among others.\u003c/p>\n\u003cp>In stark contrast, California ZIP codes with the largest percentages of Latino and Black residents have extremely low proportions of electric cars.\u003c/p>\n\u003cp>In the 20 California ZIP codes where Latinos make up more than 95% of the population — including parts of Kings, Tulare, Fresno, Riverside and Imperial counties — between zero and 1% of cars are electric.\u003c/p>\n\u003cp>And 17 of the 20 communities with the highest percentage of Blacks have between zero and 2.6% electric cars. (Los Angeles’ relatively affluent Ladera Heights and two Oakland ZIPs have between 3.3% and 4.7%.)\u003c/p>\n\u003cp>Still, not all communities with a lot of electric car drivers are majority white. Four of the top 20 EV ZIP codes have more Asian residents than white. For instance, more than three-quarters of residents in Fremont’s 94539, which is ranked 14th with 11.4% of registered cars electric, are Asian.\u003c/p>\n\u003cp>Income seems to be a main driver of the disparities, according to CalMatters’ analysis. Most of the median household incomes in the top 10 exceed $200,000, much higher than the statewide $84,097. Typical home values in those communities exceed $3 million, according to Zillow estimates.\u003c/p>\n\u003cp>In contrast, electric cars are nearly non-existent in California’s lowest income communities: only 1.4% of cars in Stockton’s 95202, where the median household income is $16,976, and 0.5% in Fresno’s 93701, where the median is $25,905. Most are plug-in hybrids, which are less expensive.\u003c/p>\n\u003cp>Also, at least three-quarters of residents in the top 10 communities for electric vehicle ownership have a bachelor’s degree or higher.\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://calmatters-graphics-zev-zip.netlify.app/charts#amp=1\" width=\"800\" height=\"850\" scrolling=\"yes\" class=\"iframe-class\" frameborder=\"0\">\u003c/iframe>\u003c/p>\n\u003cp>Rural and remote parts of the state — even the entire Central Valley — also are left out of the top ZIP codes with electric cars. With limited charging access, rural residents who drive long distances fear they’ll get stranded if their car runs out of juice.\u003c/p>\n\u003cp>“It makes sense why we would see way more concentrations of EVs in densely urban areas or populated areas,” Fingerman said. “The barriers to people owning electric vehicles across the demographics in the state are real. But they’re solvable.”\u003c/p>\n\u003cp>\u003ca href=\"https://www.sciencedirect.com/science/article/pii/S0967070X20309021\">Black and Latino residents — who make up almost half of California’s population — are less than half as likely as whites to have access to a public charger\u003c/a>, according to the study Fingerman co-authored. Disparities in access are also higher in areas with more multi-unit housing, the study showed.\u003c/p>\n\u003cp>Yet \u003ca href=\"https://advocacy.consumerreports.org/press_release/evsurvey2019/\">interest in electric cars is high across all incomes and races\u003c/a>, according to a 2019 survey conducted by Consumer Reports and the Union of Concerned Scientists.\u003c/p>\n\u003cp>About a third of survey respondents making $50,000 to $99,999 a year and under $50,000 a year expressed some interest in an electric car as their next purchase. People of color also expressed interest, with 42% saying they would consider an electric vehicle as their next car.\u003c/p>\n\u003ch2>Affordability: 'The average person can't afford to buy' an EV\u003c/h2>\n\u003cp>Christopher Bowe, 48, of Hayward in Alameda County, considers himself an early adopter of new technology. He purchased his electric Ford F-150 Lightning new for $70,000 late last year.\u003c/p>\n\u003cp>Bowe lives in a ZIP code where only 2% of cars are electric, but he lives next to Fremont’s 94539, where it’s 11.4%, so he regularly sees a lot of drivers with electric models.\u003c/p>\n\u003cp>Bowe, who makes a little more than $100,000 a year working for FedEx, said his income and living situation made it easy for him to opt for an electric vehicle: He lives in a single-family house with residential solar, which allows him to charge at home and keep his electric bill low.\u003c/p>\n\u003cfigure id=\"attachment_11944893\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944893\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM-800x551.png\" alt=\"A graphic showing a white man sitting in the driver's seat of a vehicle wearing a dark Under Armour hoodie.\" width=\"800\" height=\"551\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM-800x551.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM-1020x702.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM-160x110.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.01-PM.png 1534w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Chris Bowe sits in the door of his all-electric Ford Lightning truck at his home in Hayward on March 2, 2022. \u003ccite>(Felix Uribe)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Bowe had always been interested in buying an electric vehicle, but finding a pickup truck that suited his needs was a challenge for years. The 2022 F-150 Lightning was one of the first electric trucks to hit the market, and it sold out quickly.\u003c/p>\n\u003cp>“I’ve always been a truck guy and everything previous was kind of small, underpowered,” he said. “I’m a 300-pound guy. I like being up above the traffic and being able to see out in front of me. It fits my body size better.”\u003c/p>\n\u003cp>Bowe worries that the state’s 2035 timeline for 100% new electric models could be moving too fast because of the lack of affordable options. He said automakers should be given incentives to offer more affordable options.\u003c/p>\n\u003cp>The California Air Resources Board did build some incentives into its mandate: Automakers qualify for credits toward meeting their zero-emission sales target through 2031 if they sell cars at a 25% discount through community-based programs, or if they offer passenger cars for less than $20,000 and light trucks for under $27,000.\u003c/p>\n\u003cp>Automakers say they are working to speed up production and develop more affordable models. \u003ca href=\"https://www.npr.org/2023/01/13/1149002185/tesla-prices-model-y-model-3-electric-cars-elon-musk\">Tesla in January slashed prices for all models by 20%\u003c/a>, which made the cars eligible for a $7,500 federal tax credit. \u003ca href=\"https://www.tesla.com/compare\">Base prices are now $55,000 and $90,000.\u003c/a> Two weeks later, \u003ca href=\"https://s201.q4cdn.com/693218008/files/doc_news/2023/01/mach-e-pricing_press-release-(jan.-23-2023).pdf\">Ford cut the price of its most popular Mustang Mach-E (PDF)\u003c/a> by 6% to 9%, to a \u003ca href=\"https://www.ford.com/suvs/mach-e/\">starting price of $46,000\u003c/a>.\u003c/p>\n\u003cp>“We are producing more EVs to reduce customer wait times, offering competitive pricing and working to create an ownership experience that is second to none,” said Marin Gjaja, Ford’s chief customer officer. “We will continue to push the boundaries to make EVs more accessible for everybody.”\u003c/p>\n\u003cp>David Reichmuth, a senior engineer at the Union of Concerned Scientists who studies EV market trends, said the state’s mandate will help drive the market and lower prices, narrowing the gap between electric models and gas cars over the next 12 years.\u003c/p>\n\u003cp>“We know that new car buyers, both gasoline and EV buyers, are more affluent than the general population and more affluent than used car buyers,” Reichmuth said. Nearly half of all new cars nationwide are bought by households with incomes exceeding $100,000, according to his study based on 2017 data. “As the new rules kick in, we’re going to see a greater number of options go electric. That’s also going to make these vehicles more affordable,” he said.\u003c/p>\n\u003cp>In the meantime, state and federal rebates and grants are critical to making the vehicles more affordable, said air board spokesperson Melanie Turner.\u003c/p>\n\u003cp>The air board last year approved \u003ca href=\"https://ww2.arb.ca.gov/news/carb-approves-historic-26-billion-investment-largest-date-clean-cars-trucks-mobility-options\">$326 million in purchase incentives\u003c/a> for lower-income consumers, Turner said. Eligible residents can receive up to $15,000 for a new electric car and up to $19,500 for trading in a gas car — an increase of $3,000 from the state’s previous offerings. The programs \u003ca href=\"https://aspe.hhs.gov/topics/poverty-economic-mobility/poverty-guidelines\">accept applications from residents with incomes at or below 300% of the federal poverty level\u003c/a> — equivalent to $43,740 for an individual or $90,000 for a family of four.\u003c/p>\n\u003cp>In recent years, however, the programs have experienced \u003ca href=\"https://calmatters.org/environment/2022/08/california-electric-cars-rebates/\">inconsistent and inadequate funding\u003c/a>. Last year lower-income consumers were turned away — funding had run out and waitlists were shut down because of backlogs.\u003c/p>\n\u003cp>Problems with the \u003ca href=\"https://cleanvehiclegrants.org/\">Clean Vehicle Assistance Program\u003c/a> were resolved last year, Turner said. “We paid all the applications on the reservation list and we are getting ready to reopen the program with new criteria soon,” she said.\u003c/p>\n\u003cp>The state credits can be combined with \u003ca href=\"https://electrificationcoalition.org/wp-content/uploads/2022/08/SAFE_1-sheet_Webinar.pdf\">new federal tax credits (PDF)\u003c/a> under the Inflation Reduction Act. Through 2032, eligible car buyers — with caps on income and price – can get up to $7,500 for a new electric vehicle and up to $4,000 for a used one.\u003c/p>\n\u003cp>“We are hoping this boost in incentives for clean car purchases will help to make a difference,” Turner said.\u003c/p>\n\u003cp>Electric cars require far \u003ca href=\"https://calmatters.org/environment/2022/06/electric-car-mandate-california/\">less maintenance and have lower operating costs\u003c/a> than their gas-powered counterparts, making them less expensive over time. Car drivers will save an estimated $3,200 over 10 years for a 2026 electric car compared to a gas-powered car, and $7,500 for a 2035 car, according to the air board’s estimates.\u003c/p>\n\u003ch2>'We need better options for renters'\u003c/h2>\n\u003cp>Charging remains one of the biggest concerns for people who own or are interested in buying an electric vehicle. \u003ca href=\"https://tableau.cnra.ca.gov/t/CNRA_CEC_PUBLIC/views/DMVDataPortal/ZEVInfrastructure?%3Adisplay_count=n&%3Aembed=y&%3AisGuestRedirectFromVizportal=y&%3Aorigin=viz_share_link&%3AshowAppBanner=false&%3AshowVizHome=n\">California has about 80,000 public chargers\u003c/a>, with another estimated 17,000 on the way. But the \u003ca href=\"https://www.energy.ca.gov/news/2021-06/report-shows-california-needs-12-million-electric-vehicle-chargers-2030\">state will need 1.2 million for the 7.5 million electric vehicles\u003c/a> expected on the roads by 2030.\u003c/p>\n\u003cp>Many people residing in apartments or condominiums are reliant on public charging stations because they don’t have chargers in their buildings’ parking garages. \u003ca href=\"https://www.pge.com/en_US/residential/solar-and-vehicles/options/clean-vehicles/electric/charger-options/electric-vehicles-charging-pge.page?WT.mc_id=Vanity_evcharging\">A standard level 2 charger costs between $500 and $700, plus installing an electricity meter costs $2,000 to $8,000 or more\u003c/a>, according to Pacific Gas & Electric.\u003c/p>\n\u003cp>Urvi Nagrani, 35, of Los Altos in Santa Clara County, charges her 2021 Chevy Bolt at public stations. She lives in an accessory dwelling unit with no home charger.\u003c/p>\n\u003cp>“People living in Silicon Valley have home chargers,” she said. “But we need to have better options for renters because it hasn’t gotten much better for me as a renter.”\u003c/p>\n\u003cfigure id=\"attachment_11944894\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944894\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM-800x547.png\" alt=\"A graphic showing a woman with sunglasses and a dark shirt standing between the driver's seat and door of a vehicle on the road.\" width=\"800\" height=\"547\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM-800x547.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM-1020x698.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM-160x109.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.20-PM.png 1520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Urvi Nagrani and her electric vehicle outside her home in Los Altos on March 2, 2022. \u003ccite>(Shelby Knowles/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>ZIP code 94024, where Nagrani lives, ranks fifth statewide in percentage of electric vehicles. Of its 19,089 car registrations, 13.4% are electric. Nagrani said there are plenty of public charging stations available — but some are broken or occupied, with long wait times.\u003c/p>\n\u003cp>Even worse, she often takes long road trips and experiences many more challenges finding reliable chargers on the road. Navigating the apps showing locations of charging stations can be confusing.\u003c/p>\n\u003cp>“There are trade-offs,” she added. “I got my EV with very clear eyes.”\u003c/p>\n\u003cp>Nagrani said she leased her Chevy Bolt for $196 per month when she had a $180,000-a-year job. She was recently laid off from her tech job, joining thousands of others in Silicon Valley who are suddenly unemployed.\u003c/p>\n\u003cp>Richard Landers, 75, a retiree in Santa Monica, earns more than $200,000 a year from his investments. He loves his Tesla 2015 Model S, which he bought new for about $90,000 that year.\u003c/p>\n\u003cp>“It’s a wonderful drive, I have had essentially no maintenance requirements in seven years and I feel good — not perfect, because it’s still a car — about my reduced environmental impact as a driver,” he said.\u003c/p>\n\u003cp>Landers, who lives in a mid-rise condominium, said he wouldn’t have switched to an electric vehicle if he couldn’t charge his car in his garage. Landers had Southern California Edison install an electric meter and hired an electrician to equip his parking space in the condo’s garage with a charger, which cost him about $2,500, he said.\u003c/p>\n\u003cp>Landers’ 90402 ZIP code ranks sixth on the list of California areas with the highest percentage of electric vehicles — 13.3% of its 8,178 cars. But even there, charging is a big problem for his neighbors in Santa Monica’s multifamily dwellings, he said.\u003c/p>\n\u003cp>“Having the ability to charge at home is very important to making electric vehicles attractive and practical for most people,” he said.\u003c/p>\n\u003cfigure id=\"attachment_11944895\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944895\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM-800x498.png\" alt=\"A graphic showing a while man wearing a dark jacket and light pants standing with the driver's side door open of a vehicle.\" width=\"800\" height=\"498\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM-800x498.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM-1020x635.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM-160x100.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.16.27-PM.png 1514w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Richard Landers with his electric vehicle in Santa Monica on March 3, 2023. \u003ccite>(Lauren Justice/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Landers worries that delayed progress in installing chargers in multifamily buildings could delay the transition to electric vehicles.\u003c/p>\n\u003cp>It’s a widespread problem that state leaders have been trying to address. By January 2025, a new law passed last year \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB1738\">will require the state to adopt regulations requiring businesses to install charging stations\u003c/a> in existing commercial buildings. Another 2022 law \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=202120220AB2075&search_keywords=building+%23%23%23california%23%23%23code\">will require new and existing buildings, including hotels, motels and multi-family dwellings, to install charging stations\u003c/a>.\u003c/p>\n\u003cp>The state is helping fund some of these chargers through grants, including a recent investment of $26 million for 13 projects in multifamily homes, said Hannon Rasool, director of the California Energy Commission’s fuels and transportation division.\u003c/p>\n\u003ch2>The rural dilemma: 'They don't want to get stuck'\u003c/h2>\n\u003cp>Kay Ogden, 62, an avid environmentalist and executive director of the Eastern Sierra Land Trust, has driven her Ford Mustang Mach-E SUV for a little more than a year. She loves her electric car, which she purchased new for about $60,000.\u003c/p>\n\u003cp>But Ogden, who lives in the Sierra Nevada foothills 18 miles northwest of Bishop, said her rural community’s lack of public chargers has been a big issue for her. There aren’t enough reliable, working chargers or fast chargers for non-Teslas in Inyo County.\u003c/p>\n\u003cp>San Mateo County has 4,398 public chargers serving its \u003ca href=\"https://www.smcgov.org/fast-facts\">747 square miles\u003c/a>, while Inyo County has just 49 chargers across its massive \u003ca href=\"https://www.inyocounty.us/government/about-inyo-county/demographics\">10,140 square miles\u003c/a> — home to just 19,000 residents but visited by hundreds of thousands of hikers, skiers, anglers and other tourists. Sierra County, with \u003ca href=\"https://www.census.gov/quickfacts/fact/table/sierracountycalifornia/PST045221\">3,300 residents\u003c/a>, has just one public level 2 charger.\u003c/p>\n\u003cp>Ogden often drives long distances — at least 80 miles per day — to work, buy groceries and obtain services such as medical care. The region’s \u003ca href=\"https://www.consumerreports.org/cars/hybrids-evs/how-temperature-affects-electric-vehicle-range-a4873569949/\">cold temperatures also can substantially reduce an electric car’s range\u003c/a>.\u003c/p>\n\u003cp>Ogden initially had range anxiety so she started looking for a hybrid, but changed her mind to avoid purchasing another vehicle with an internal combustion engine reliant on fossil fuels. She chose a model with a longer range, 275 miles, to help ease her anxiety.\u003c/p>\n\u003cp>“Going from gas, going fully electric seemed so scary,” she said. “But hybrids still have internal combustion engines. So I evolved. I decided, I’m just jumping in. I’m going for it. I’m going to go electric.”\u003c/p>\n\u003cp>Bob Burris, deputy chief economic development officer at the Rural County Representatives of California, which represents 40 counties, said rural residents have widespread interest in electric vehicles, but the lack of public chargers has deterred many.\u003c/p>\n\u003cp>“They might have charging in their homes, but it is still a challenge for them to go anywhere,” he said. “They don’t want to get stuck on the side of the road, or if they’re escaping from a wildfire or a natural disaster and you need to move without readily available public charging.”\u003c/p>\n\u003cp>None of the top ZIP codes with high concentrations of electric vehicles are in the middle of the state — including the vast Central Valley — or in eastern counties. Instead, they are congregated along the coasts in populous parts of the Bay Area and Los Angeles, according to CalMatters’ analysis.\u003c/p>\n\u003cfigure id=\"attachment_11944896\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM.png\">\u003cimg decoding=\"async\" loading=\"lazy\" class=\"size-medium wp-image-11944896\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-800x528.png\" alt=\"A white woman wearing a red and black jacket standing next to a red vehicle outside as it snows with water vessels stacked in the background.\" width=\"800\" height=\"528\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-800x528.png 800w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-1020x674.png 1020w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-160x106.png 160w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM-1536x1015.png 1536w, https://ww2.kqed.org/app/uploads/sites/10/2023/03/Screenshot-2023-03-27-at-1.49.56-PM.png 1544w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Shown with her electric Mustang as it begins to snow, Kay Ogden, who lives in Inyo County's Round Valley, struggles to find enough working public chargers near her remote community in the remote foothills of the Sierra Nevada. \u003ccite>(Lou Bank/CalMatters)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>The unpredictability of charging stations in Sierra Nevada towns has been deeply frustrating, Ogden said.\u003c/p>\n\u003cp>“I go to charge at a certain place and three out of five are broken, or they’ve been vandalized and maybe there’s snow or trash piled up by one and you can’t get to it,” Ogden said. “The companies need to be held accountable for having chargers that are listed on apps that don’t work.”\u003c/p>\n\u003cp>More than half of 3,500 drivers in a nationwide survey, conducted by the consumer advocacy group Plug In America, \u003ca href=\"https://pluginamerica.org/wp-content/uploads/2021/02/2021-PIA-Survey-Report.pdf\">reported encountering problems with broken public chargers(PDF)\u003c/a>. Another survey by the air board found \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/2022-02/EVSE%20Standards%20Technology%20Review%204Feb22.pdf\">barriers to charging and broken chargers (PDF)\u003c/a>.\u003c/p>\n\u003cp>State officials do not track numbers of broken chargers, Rasool, of the California Energy Commission, said. But state lawmakers last year passed \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=202120220AB2061\">legislation establishing a reporting mechanism for broken chargers at publicly funded stations\u003c/a>. The state also plans to inspect state-funded chargers to assess how many need repair, he said.\u003c/p>\n\u003cp>The new law, however, “doesn’t give us the authority to require (reports) from a fully privately funded charging station,” he said. “We’re very committed, but we do think we need to ensure the whole network — whether we fund it or not — is reliable for drivers.”\u003c/p>\n\u003cp>The rural county organization is helping local governments access public money and streamline their permitting process for building new charging stations.\u003c/p>\n\u003cp>“If there’s a pretty robust charging system in rural areas, there’s going to be more people interested in buying EVs,” Burris said. “I don’t think we’re going to hit our goals as a state unless rural areas are included a bit more than they have been in recent years.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11944855/black-and-latino-communities-almost-nonexistent-in-californias-electric-car-market","authors":["byline_news_11944855"],"categories":["news_8"],"tags":["news_31640","news_22457","news_1624","news_32586"],"featImg":"news_11944890","label":"source_news_11944855"},"news_11937772":{"type":"posts","id":"news_11937772","meta":{"index":"posts_1591205157","site":"news","id":"11937772","score":null,"sort":[1673473217000]},"guestAuthors":[],"slug":"environmentalists-say-newsoms-budget-cuts-jeopardize-states-climate-programs-electric-car-mandate","title":"Environmentalists Say Newsom's Budget Cuts Jeopardize State's Climate Programs, Electric Car Mandate","publishDate":1673473217,"format":"standard","headTitle":"KQED News","labelTerm":{},"content":"\u003cp>Environmentalists slammed Gov. Gavin Newsom for slashing billions of dollars from initiatives that the governor has repeatedly called top priorities: efforts to combat climate change and transition to zero-emission vehicles.\u003c/p>\n\u003cp>Facing a \u003ca href=\"https://calmatters.org/california-budget/2023/01/california-budget-newsom-deficit/\">projected $22.5 billion deficit\u003c/a>, Newsom today proposed to eliminate $6 billion in climate spending in his \u003ca href=\"https://ebudget.ca.gov/FullBudgetSummary.pdf\">2023–24 budget (PDF)\u003c/a>. The governor helped push a five-year \u003ca href=\"https://calmatters.org/environment/2022/09/california-climate-change-legislature/\">$54 billion climate package\u003c/a> approved by the Legislature during last year’s session, but he now proposes to cut it to $48 billion.\u003c/p>\n\u003cp>More than half of those proposed cuts — $3.3 billion — come from the state’s clean transportation initiatives. Newsom hopes to offset those reductions with federal funds and perhaps a new bond reserve, but the move comes just five months after the state approved a \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">historic mandate for electrifying cars\u003c/a>.[pullquote size=\"medium\" align=\"right\" citation=\"Mike Young, political and organizing director, California Environmental Voters\"]'We actually need to be investing and defending more of our climate investments and really pushing for that. We can't get out of our situation if we're going backwards.'[/pullquote]\u003c/p>\n\u003cp>Now climate advocates are questioning whether the state will be able to fund its ambitious electrification efforts and ensure that California transitions to clean cars as it faces an economic downturn.\u003c/p>\n\u003cp>“We recognize the financial situation, but this is exactly what we’ve been nervous about,” said Mike Young, political and organizing director at California Environmental Voters, an advocacy group.\u003cbr>\n“We actually need to be investing and defending more of our climate investments and really pushing for that. We can’t get out of our situation if we’re going backwards.”\u003c/p>\n\u003cp>Money for zero-emission vehicle incentive programs, such as rebates for car buyers, and charging infrastructure would be cut by $2.5 billion. About $1.4 billion of that amount would be shifted to the state’s fund for its cap-and-trade program, a market that is paid into by fossil fuel companies. That leaves a net decrease of $1.1 billion.[aside postID=\"news_11935585,news_11935502,news_11925703\" label=\"Related Posts\"]\u003c/p>\n\u003cp>At a press conference today, Newsom said he is not concerned that the $1.1 billion cut would keep the state from meeting its electrification goals. He said climate and transportation was cut “because of the magnitude” of the investment those areas already had. He added that he is confident that California could make up those shortfalls with federal Inflation Reduction Act dollars. His budget plan also says he might ask the Legislature for a bond issue.\u003c/p>\n\u003cp>“We’re committing a $48 billion package, which is just an unprecedented investment in this space,” he said. “Our commitment is firm.”\u003c/p>\n\u003cp>Still, those dollars would have been used to build more charging stations in marginalized communities and provide electric car subsidies for people who cannot afford to buy electric cars.\u003c/p>\n\u003cp>The cuts would also affect the construction of chargers and other infrastructure for heavy-duty trucks, a much-needed investment as the state considers another ambitious proposal to \u003ca href=\"https://calmatters.org/environment/2022/09/california-phase-out-diesel-trucks-zero-emission/\">ban sales of high-polluting diesel trucks\u003c/a> and phase in zero-emission models. The proposed budget cuts $1.5 billion from the general fund and shifts responsibility for $839 million of those dollars to the state’s cap-and-trade fund. Another $2.2 billion in funds would be cut from transportation spending for some rail and public transit projects.\u003c/p>\n\u003cp>David Weiskopf, senior policy adviser at NextGen Policy, a progressive climate group, worries that the state’s reduced investments could delay much-needed action on climate change. He said a steady funding stream is necessary to prevent fluctuations in climate investments, especially as the state continues to experience the increasingly dire effects of climate change, including worsening heat waves, droughts and floods.\u003c/p>\n\u003cp>“Climate needs to be central to every agency’s mission and budget,” Weiskopf said. “Until we adopt a more comprehensive approach, the fate of our state remains tied to the hope that we have only good budget years.”\u003c/p>\n\u003cp>State Sen. Josh Becker, a Democrat from San Mateo who chairs a budget subcommittee on environmental issues, said the proposed cuts “are concerning at a time when we should be accelerating our work, not tapping the brake pedal.”\u003c/p>\n\u003cp>“If federal money isn’t available to backfill some of those proposed cuts, pulling back on these climate and environmentally sensitive investments now is going to make progress that much harder,” he added.\u003c/p>\n\u003cp>Newsom will negotiate over the budget with the Legislature, and then issue a revised budget in May based on updated fiscal projections. He said climate money will be restored if possible. The final budget comes in June.\u003c/p>\n\u003cp>Newsom’s top environmental official, Secretary for Environmental Protection Yana Garcia, said lower-income communities will still be prioritized in climate programs. She said the budget cuts are minimal and that proceeds from future cap-and-trade auctions can play a large role in helping fund these investments.\u003c/p>\n\u003cp>“Despite the hard decisions we had to make this year, I’m proud that we’ve continued to prioritize our zero-emission vehicle investments related to equity,” she said. “The proposed budget includes a continued focus on heavy-duty zero-emission vehicles and charging infrastructure as well, given the pollution these vehicles spew into communities.”\u003c/p>\n\u003cp>In addition to relying on federal funding, Newsom shifted much of the funding burden to the state’s landmark cap-and-trade program, which has faced heavy criticism from legislators and activists. The program allows big polluters such as oil refineries and power plants to buy credits to offset their emissions. Businesses that produce excess emissions can buy or trade credits that allow them to keep polluting.\u003c/p>\n\u003cp>The biggest problem is that an oversupply of credits in the system allows businesses to hoard. That means businesses can keep polluting far past state limits in later years — which could also result in low allowance prices and reduced revenue from auctions, according to \u003ca href=\"https://lao.ca.gov/Publications/Report/4656?utm_source=laowww&utm_medium=email&utm_campaign=4656\">the Legislature’s nonpartisan fiscal advisers\u003c/a>.\u003c/p>\n\u003cp>Environmentalists say the state can’t afford to eliminate any investments given the severity of the climate crisis.\u003c/p>\n\u003cp>“Every dollar that we have to delay means accepting greater harm. Losing $6 billion in climate funding unquestionably hurts the state more in the long term than it saves in the near term,” Weiskopf, of NextGen Policy, said.\u003c/p>\n\u003cp>Young, of California Environmental Voters, said environmentalists had long been planning for a potential deficit and were hopeful that the passage of Proposition 30 could have secured long-term funding for much-needed investments in zero-emission vehicles. But the ballot measure failed in November after Newsom opposed it. It would have raised as much as $5 billion annually by imposing a 1.75% personal income tax increase on Californians with incomes above $2 million per year. Most of that money was set aside for zero-emission car subsidies and more charging stations.\u003c/p>\n\u003cp>Environmentalists who campaigned on behalf of the measure had long feared California’s financial challenges and budget shortfalls could further delay the state’s move toward electric vehicles, said Young, who worked on the Prop. 30 campaign.\u003c/p>\n\u003cp>“Our goal for Prop. 30 was always to build stable financial funding for this, because we knew that this would be coming ahead, and unfortunately, it came sooner than later,” he said.\u003c/p>\n\u003cp>Newsom’s proposed budget release comes as California experiences a deadly bout of intense rain and flooding. The governor allocated new funding toward flood preparedness and response, including $135 million for the next two years to reduce urban flooding. Delta levees will also get $40.6 million for repairs and upgrades.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"The governor's proposal to slash $6 billion in funding 'unquestionably hurts the state more in the long term,' one climate activist said.","status":"publish","parent":0,"modified":1673550570,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":27,"wordCount":1310},"headData":{"title":"Environmentalists Say Newsom's Budget Cuts Jeopardize State's Climate Programs, Electric Car Mandate | KQED","description":"The governor's proposal to slash $6 billion in funding 'unquestionably hurts the state more in the long term,' one climate activist said.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Environmentalists Say Newsom's Budget Cuts Jeopardize State's Climate Programs, Electric Car Mandate","datePublished":"2023-01-11T21:40:17.000Z","dateModified":"2023-01-12T19:09:30.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"source":"CalMatters","sourceUrl":"https://calmatters.org/","nprByline":"Nadia Lopez","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","articleAge":"0","path":"/news/11937772/environmentalists-say-newsoms-budget-cuts-jeopardize-states-climate-programs-electric-car-mandate","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Environmentalists slammed Gov. Gavin Newsom for slashing billions of dollars from initiatives that the governor has repeatedly called top priorities: efforts to combat climate change and transition to zero-emission vehicles.\u003c/p>\n\u003cp>Facing a \u003ca href=\"https://calmatters.org/california-budget/2023/01/california-budget-newsom-deficit/\">projected $22.5 billion deficit\u003c/a>, Newsom today proposed to eliminate $6 billion in climate spending in his \u003ca href=\"https://ebudget.ca.gov/FullBudgetSummary.pdf\">2023–24 budget (PDF)\u003c/a>. The governor helped push a five-year \u003ca href=\"https://calmatters.org/environment/2022/09/california-climate-change-legislature/\">$54 billion climate package\u003c/a> approved by the Legislature during last year’s session, but he now proposes to cut it to $48 billion.\u003c/p>\n\u003cp>More than half of those proposed cuts — $3.3 billion — come from the state’s clean transportation initiatives. Newsom hopes to offset those reductions with federal funds and perhaps a new bond reserve, but the move comes just five months after the state approved a \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">historic mandate for electrifying cars\u003c/a>.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'We actually need to be investing and defending more of our climate investments and really pushing for that. We can't get out of our situation if we're going backwards.'","name":"pullquote","attributes":{"named":{"size":"medium","align":"right","citation":"Mike Young, political and organizing director, California Environmental Voters","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>Now climate advocates are questioning whether the state will be able to fund its ambitious electrification efforts and ensure that California transitions to clean cars as it faces an economic downturn.\u003c/p>\n\u003cp>“We recognize the financial situation, but this is exactly what we’ve been nervous about,” said Mike Young, political and organizing director at California Environmental Voters, an advocacy group.\u003cbr>\n“We actually need to be investing and defending more of our climate investments and really pushing for that. We can’t get out of our situation if we’re going backwards.”\u003c/p>\n\u003cp>Money for zero-emission vehicle incentive programs, such as rebates for car buyers, and charging infrastructure would be cut by $2.5 billion. About $1.4 billion of that amount would be shifted to the state’s fund for its cap-and-trade program, a market that is paid into by fossil fuel companies. That leaves a net decrease of $1.1 billion.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11935585,news_11935502,news_11925703","label":"Related Posts "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>At a press conference today, Newsom said he is not concerned that the $1.1 billion cut would keep the state from meeting its electrification goals. He said climate and transportation was cut “because of the magnitude” of the investment those areas already had. He added that he is confident that California could make up those shortfalls with federal Inflation Reduction Act dollars. His budget plan also says he might ask the Legislature for a bond issue.\u003c/p>\n\u003cp>“We’re committing a $48 billion package, which is just an unprecedented investment in this space,” he said. “Our commitment is firm.”\u003c/p>\n\u003cp>Still, those dollars would have been used to build more charging stations in marginalized communities and provide electric car subsidies for people who cannot afford to buy electric cars.\u003c/p>\n\u003cp>The cuts would also affect the construction of chargers and other infrastructure for heavy-duty trucks, a much-needed investment as the state considers another ambitious proposal to \u003ca href=\"https://calmatters.org/environment/2022/09/california-phase-out-diesel-trucks-zero-emission/\">ban sales of high-polluting diesel trucks\u003c/a> and phase in zero-emission models. The proposed budget cuts $1.5 billion from the general fund and shifts responsibility for $839 million of those dollars to the state’s cap-and-trade fund. Another $2.2 billion in funds would be cut from transportation spending for some rail and public transit projects.\u003c/p>\n\u003cp>David Weiskopf, senior policy adviser at NextGen Policy, a progressive climate group, worries that the state’s reduced investments could delay much-needed action on climate change. He said a steady funding stream is necessary to prevent fluctuations in climate investments, especially as the state continues to experience the increasingly dire effects of climate change, including worsening heat waves, droughts and floods.\u003c/p>\n\u003cp>“Climate needs to be central to every agency’s mission and budget,” Weiskopf said. “Until we adopt a more comprehensive approach, the fate of our state remains tied to the hope that we have only good budget years.”\u003c/p>\n\u003cp>State Sen. Josh Becker, a Democrat from San Mateo who chairs a budget subcommittee on environmental issues, said the proposed cuts “are concerning at a time when we should be accelerating our work, not tapping the brake pedal.”\u003c/p>\n\u003cp>“If federal money isn’t available to backfill some of those proposed cuts, pulling back on these climate and environmentally sensitive investments now is going to make progress that much harder,” he added.\u003c/p>\n\u003cp>Newsom will negotiate over the budget with the Legislature, and then issue a revised budget in May based on updated fiscal projections. He said climate money will be restored if possible. The final budget comes in June.\u003c/p>\n\u003cp>Newsom’s top environmental official, Secretary for Environmental Protection Yana Garcia, said lower-income communities will still be prioritized in climate programs. She said the budget cuts are minimal and that proceeds from future cap-and-trade auctions can play a large role in helping fund these investments.\u003c/p>\n\u003cp>“Despite the hard decisions we had to make this year, I’m proud that we’ve continued to prioritize our zero-emission vehicle investments related to equity,” she said. “The proposed budget includes a continued focus on heavy-duty zero-emission vehicles and charging infrastructure as well, given the pollution these vehicles spew into communities.”\u003c/p>\n\u003cp>In addition to relying on federal funding, Newsom shifted much of the funding burden to the state’s landmark cap-and-trade program, which has faced heavy criticism from legislators and activists. The program allows big polluters such as oil refineries and power plants to buy credits to offset their emissions. Businesses that produce excess emissions can buy or trade credits that allow them to keep polluting.\u003c/p>\n\u003cp>The biggest problem is that an oversupply of credits in the system allows businesses to hoard. That means businesses can keep polluting far past state limits in later years — which could also result in low allowance prices and reduced revenue from auctions, according to \u003ca href=\"https://lao.ca.gov/Publications/Report/4656?utm_source=laowww&utm_medium=email&utm_campaign=4656\">the Legislature’s nonpartisan fiscal advisers\u003c/a>.\u003c/p>\n\u003cp>Environmentalists say the state can’t afford to eliminate any investments given the severity of the climate crisis.\u003c/p>\n\u003cp>“Every dollar that we have to delay means accepting greater harm. Losing $6 billion in climate funding unquestionably hurts the state more in the long term than it saves in the near term,” Weiskopf, of NextGen Policy, said.\u003c/p>\n\u003cp>Young, of California Environmental Voters, said environmentalists had long been planning for a potential deficit and were hopeful that the passage of Proposition 30 could have secured long-term funding for much-needed investments in zero-emission vehicles. But the ballot measure failed in November after Newsom opposed it. It would have raised as much as $5 billion annually by imposing a 1.75% personal income tax increase on Californians with incomes above $2 million per year. Most of that money was set aside for zero-emission car subsidies and more charging stations.\u003c/p>\n\u003cp>Environmentalists who campaigned on behalf of the measure had long feared California’s financial challenges and budget shortfalls could further delay the state’s move toward electric vehicles, said Young, who worked on the Prop. 30 campaign.\u003c/p>\n\u003cp>“Our goal for Prop. 30 was always to build stable financial funding for this, because we knew that this would be coming ahead, and unfortunately, it came sooner than later,” he said.\u003c/p>\n\u003cp>Newsom’s proposed budget release comes as California experiences a deadly bout of intense rain and flooding. The governor allocated new funding toward flood preparedness and response, including $135 million for the next two years to reduce urban flooding. Delta levees will also get $40.6 million for repairs and upgrades.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11937772/environmentalists-say-newsoms-budget-cuts-jeopardize-states-climate-programs-electric-car-mandate","authors":["byline_news_11937772"],"categories":["news_8","news_356"],"tags":["news_3854","news_32274","news_22457","news_32273"],"featImg":"news_11937773","label":"source_news_11937772"},"news_11932078":{"type":"posts","id":"news_11932078","meta":{"index":"posts_1591205157","site":"news","id":"11932078","score":null,"sort":[1668284419000]},"guestAuthors":[],"slug":"why-californias-eco-friendly-tax-the-rich-electorate-killed-prop-30","title":"Why California's Eco-Friendly, Tax-the-Rich Electorate Killed Prop. 30","publishDate":1668284419,"format":"standard","headTitle":"CALmatters | KQED News","labelTerm":{"term":18481,"site":"news"},"content":"\u003cp>Voting down Proposition 30 might seem a little off-brand for the California electorate.\u003c/p>\n\u003cp>These are the voters, after all, who showed no qualms just a decade ago about \u003ca href=\"https://www.latimes.com/local/la-xpm-2012-nov-08-la-me-jerry-brown-20121109-story.html\">hiking income taxes on top earners\u003c/a> and who also \u003ca href=\"https://ballotpedia.org/California_Proposition_63,_Tax_Increase_on_Income_Above_%241_Million_for_Mental_Health_Services_Initiative_(2004)\">hit up millionaires in 2004\u003c/a> to pay for mental health services. These are the California majorities who, as recently as June (PDF), told pollsters that \u003ca href=\"https://www.ppic.org/wp-content/uploads/crosstabs-likely-voters-0722.pdf\">they were either considering purchasing or had already purchased an electric car\u003c/a>. Most named air pollution, wildfires and climate change as areas of major personal concern.\u003c/p>\n\u003cp>And yet the \u003ca href=\"https://calmatters.org/california-voter-guide-2022/propositions/prop-30-income-tax-electric-cars/\">ballot measure\u003c/a> that would have increased taxes on about 43,000 multimillionaires (on income above $2 million a year) to fund electric-car rebates and to combat wildfires has suffered an unambiguous defeat. In the statewide vote count as of late Wednesday, \u003ca href=\"https://calmatters.org/explainers/california-election-results/#5f96571e-ac80-453f-be3a-1b2c8f977df5\">59% rejected the proposal\u003c/a>.\u003c/p>\n\u003cp>At first glance, the fate of Proposition 30 may be the most compelling head-scratcher of the 2022 California election. But for the campaigns on both sides of the highly contested measure, and for many independent political observers to boot, there’s an obvious answer to this electoral mystery — and its name is Gov. Gavin Newsom.[pullquote align=\"right\" size=\"medium\" citation=\"Mary Creasman, CEO, California Environmental Voters\"]'Where's the money going to come from? If the governor has some exciting, innovative new stuff that he can pull out of his pocket and say, 'Here's how we're gonna pay for it,' we are all in.'[/pullquote]“You can’t remove the governor from it,” said Matt Rodriguez, campaign manager for No on 30. “He’s a credible messenger on the opposition side, simply because I think a lot of people and a lot of Democrats take their cues from him.”\u003c/p>\n\u003cp>Newsom’s decision to \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2022/09/california-propositions-newsom/\">come out swinging against Proposition 30\u003c/a> in mid-September caught many political observers by surprise. That’s both because his position seemed at odds with his reputation as a climate advocate in general and as a booster of electric cars specifically, and because his opposition was so fervent. Of the seven measures on the state ballot this year, the governor only lent his likeness and directed his own campaign resources to two — the overwhelmingly successful Proposition 1 to codify abortion rights in the California Constitution, and Proposition 30, a riskier political gambit.\u003c/p>\n\u003cp>That was a coup for the anti-Proposition 30 forces. Comparing polls taken before and after the governor cut his first No on 30 ad, public support wilted — especially among his supporters.\u003c/p>\n\u003cp>“The drop among those who approve of Newsom was three times greater than those who were disapproving,” said Dean Bonner, associate survey director at the Public Policy Institute of California. The No campaign found a similar shift in its \u003ca href=\"https://calmatters.org/wp-content/uploads/2022/06/M-14394-No-on-Prop-30-09-12-22.jpg\">private polling\u003c/a>.\u003c/p>\n\u003cp>Mary Creasman, CEO of California Environmental Voters and a member of the campaign supporting Proposition 30, also said Newsom’s role “100%” contributed to the measure’s demise, though she also blamed the No campaign for what she said were “lies” about what the ballot measure would actually do.\u003c/p>\n\u003cp>Proposition 30 “had a record number of billionaires against it, it had complete falsehoods thrown at it, and it had the most popular Democratic leader in the state against it,” she said. “And we still got 40% of the vote.”\u003c/p>\n\u003cfigure id=\"attachment_11932083\" class=\"wp-caption alignnone\" style=\"max-width: 1024px\">\u003cimg class=\"size-full wp-image-11932083\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253.jpg\" alt=\"Governor Gavin Newsom greets voters at a Prop 1 rally\" width=\"1024\" height=\"683\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253.jpg 1024w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253-160x107.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Gov. Newsom at a rally endorsing ballot Prop. 1 at Long Beach City College on Nov. 6, 2022. Newsom's opposition was a key factor in voters' rejection of Prop. 30. \u003ccite>(Robert Gauthier/Los Angeles Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Specifically, Creasman said the suggestion, made by Newsom and in many No on 30 ads, that Proposition 30 would have specifically benefited Lyft was false. In fact, though the measure could have helped the rideshare company meet some of the state’s vehicle electrification mandates, it would have done so by subsidizing zero-emission vehicles and expanding charging infrastructure in general, \u003ca href=\"https://calmatters.org/explainers/california-ballot-measures-prop-30-key-numbers/#8f9fce7f-c7fd-4f1c-b2ce-aff54c57df33\">not by providing money to Lyft directly\u003c/a>.\u003c/p>\n\u003cp>Lyft, however, provided roughly 94% of the funding, nearly $48 million, for the Yes on Proposition 30 campaign.\u003c/p>\n\u003cp>Creasman said she was especially puzzled by the governor’s position, given his support for a state policy to \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">phase out the sale of new gas-powered cars by 2035\u003c/a>. The governor and Legislature have committed $10 billion to zero-emission programs and subsidies over the next five years. But Creasman argued that making the mandated transition will require more, and more reliable, public funding.\u003c/p>\n\u003cp>The failure of Proposition 30 puts the ball in the governor’s court, she added.\u003c/p>\n\u003cp>“Where’s the money going to come from?” said Creasman. “If the governor has some exciting, innovative new stuff that he can pull out of his pocket and say, ‘Here’s how we’re gonna pay for it,’ we are all in.”\u003c/p>\n\u003ch2>Not a referendum on climate\u003c/h2>\n\u003cp>Both Creasman and Rodriguez cautioned against drawing any sweeping conclusions about California voters’ policy preferences from the outcome of this single contentious proposition.\u003c/p>\n\u003cp>Will voters “still be progressive on tax policy? I think possibly,” said Rodriguez. “Will they still be very progressive on climate? I think absolutely. I don’t think any of that is gone. I just think that voters weren’t fooled.”\u003c/p>\n\u003cp>David Vogel, author of “California Greenin’: How the Golden State Became an Environmental Leader” and a UC Berkeley professor emeritus, agreed.\u003c/p>\n\u003cp>“I don’t see it as a referendum at all on climate change or the environment,” he said of Proposition 30. He pointed to the governor’s opposition, the neutrality of some high-profile environmental organizations including the Sierra Club and the allegations of self-dealing by Lyft as top reasons for voter skepticism.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sierraclub.org/california/2022-endorsements\">The Sierra Club’s decision not to endorse\u003c/a> was motivated by concerns that some of the money that the measure would have directed toward wildfire mitigation could have funded clear-cutting forests.\u003c/p>\n\u003cp>But that was only one of many dueling endorsements and non-endorsements in the Proposition 30 campaign that may have confused voters.\u003c/p>\n\u003cp>In opposing the measure, Newsom joined traditional allies in the state’s two largest teachers’ unions, which \u003ca href=\"https://www.cta.org/our-advocacy/election-2022/no-on-proposition-30\">warned that Proposition 30 could reduce state funding\u003c/a> to public schools. But he broke with many\u003cstrong> \u003c/strong>Democrats and was on the same side\u003cstrong> \u003c/strong>as stranger political bedfellows, including the California Republican Party, the state Chamber of Commerce and the Howard Jarvis Taxpayers Association.[pullquote align=\"right\" size=\"medium\" citation=\"Paul Mitchell, analyst, Political Data\"]'Confusion is the best friend of the No side. You don't have to even win the argument, you just have to muddy the waters.'[/pullquote]On the Yes side, the Democratic Party, many environmentalists and trade unions joined Lyft, even though they battled the corporate giant just two years ago over its successful referendum to \u003ca href=\"https://calmatters.org/economy/2020/11/after-gig-companies-prop-22-win-labor-groups-vow-challenges/\">exempt the company’s drivers from a state labor law\u003c/a>.\u003c/p>\n\u003cp>The utter strangeness of those coalitions likely contributed to the defeat of Proposition 30, too, said Paul Mitchell, with Political Data, an election-analysis firm that works with Democrats.\u003c/p>\n\u003cp>“I don’t think it was so much the governor’s messaging, but it was confusing to voters. It was like, ‘Wait, this is an environmental thing? It’s a Lyft thing? The governor isn’t for it?’” he said.\u003c/p>\n\u003cp>Mitchell pointed to the trend in California politics that \u003ca href=\"https://calmatters.org/politics/california-election-2020/2019/10/ballot-california-polling-trend-slump-fact-check-myth-data/\">ballot measures frequently lose support as Election Day nears\u003c/a>. That’s often because undecided and puzzled voters are driven by a “first, do no harm” principle and, erring on the side of the status quo, vote no.\u003c/p>\n\u003cp>“Confusion is the best friend of the No side,” said Mitchell. “You don’t have to even win the argument, you just have to muddy the waters.”\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"In one of the highest-profile California election results, Prop. 30 failed despite the state's commitment to climate action and its history of taxing the wealthy. But the ballot measure also was complicated and divided Democrats, a recipe for failure.","status":"publish","parent":0,"modified":1668474552,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":27,"wordCount":1362},"headData":{"title":"Why California's Eco-Friendly, Tax-the-Rich Electorate Killed Prop. 30 | KQED","description":"In one of the highest-profile California election results, Prop. 30 failed despite the state's commitment to climate action and its history of taxing the wealthy. But the ballot measure also was complicated and divided Democrats, a recipe for failure.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Why California's Eco-Friendly, Tax-the-Rich Electorate Killed Prop. 30","datePublished":"2022-11-12T20:20:19.000Z","dateModified":"2022-11-15T01:09:12.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11932078 https://ww2.kqed.org/news/?p=11932078","disqusUrl":"https://ww2.kqed.org/news/2022/11/12/why-californias-eco-friendly-tax-the-rich-electorate-killed-prop-30/","disqusTitle":"Why California's Eco-Friendly, Tax-the-Rich Electorate Killed Prop. 30","nprByline":"\u003ca href=\"https://calmatters.org/author/ben-christopher/\">Ben Christopher\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","path":"/news/11932078/why-californias-eco-friendly-tax-the-rich-electorate-killed-prop-30","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Voting down Proposition 30 might seem a little off-brand for the California electorate.\u003c/p>\n\u003cp>These are the voters, after all, who showed no qualms just a decade ago about \u003ca href=\"https://www.latimes.com/local/la-xpm-2012-nov-08-la-me-jerry-brown-20121109-story.html\">hiking income taxes on top earners\u003c/a> and who also \u003ca href=\"https://ballotpedia.org/California_Proposition_63,_Tax_Increase_on_Income_Above_%241_Million_for_Mental_Health_Services_Initiative_(2004)\">hit up millionaires in 2004\u003c/a> to pay for mental health services. These are the California majorities who, as recently as June (PDF), told pollsters that \u003ca href=\"https://www.ppic.org/wp-content/uploads/crosstabs-likely-voters-0722.pdf\">they were either considering purchasing or had already purchased an electric car\u003c/a>. Most named air pollution, wildfires and climate change as areas of major personal concern.\u003c/p>\n\u003cp>And yet the \u003ca href=\"https://calmatters.org/california-voter-guide-2022/propositions/prop-30-income-tax-electric-cars/\">ballot measure\u003c/a> that would have increased taxes on about 43,000 multimillionaires (on income above $2 million a year) to fund electric-car rebates and to combat wildfires has suffered an unambiguous defeat. In the statewide vote count as of late Wednesday, \u003ca href=\"https://calmatters.org/explainers/california-election-results/#5f96571e-ac80-453f-be3a-1b2c8f977df5\">59% rejected the proposal\u003c/a>.\u003c/p>\n\u003cp>At first glance, the fate of Proposition 30 may be the most compelling head-scratcher of the 2022 California election. But for the campaigns on both sides of the highly contested measure, and for many independent political observers to boot, there’s an obvious answer to this electoral mystery — and its name is Gov. Gavin Newsom.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'Where's the money going to come from? If the governor has some exciting, innovative new stuff that he can pull out of his pocket and say, 'Here's how we're gonna pay for it,' we are all in.'","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Mary Creasman, CEO, California Environmental Voters","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>“You can’t remove the governor from it,” said Matt Rodriguez, campaign manager for No on 30. “He’s a credible messenger on the opposition side, simply because I think a lot of people and a lot of Democrats take their cues from him.”\u003c/p>\n\u003cp>Newsom’s decision to \u003ca href=\"https://calmatters.org/newsletters/whatmatters/2022/09/california-propositions-newsom/\">come out swinging against Proposition 30\u003c/a> in mid-September caught many political observers by surprise. That’s both because his position seemed at odds with his reputation as a climate advocate in general and as a booster of electric cars specifically, and because his opposition was so fervent. Of the seven measures on the state ballot this year, the governor only lent his likeness and directed his own campaign resources to two — the overwhelmingly successful Proposition 1 to codify abortion rights in the California Constitution, and Proposition 30, a riskier political gambit.\u003c/p>\n\u003cp>That was a coup for the anti-Proposition 30 forces. Comparing polls taken before and after the governor cut his first No on 30 ad, public support wilted — especially among his supporters.\u003c/p>\n\u003cp>“The drop among those who approve of Newsom was three times greater than those who were disapproving,” said Dean Bonner, associate survey director at the Public Policy Institute of California. The No campaign found a similar shift in its \u003ca href=\"https://calmatters.org/wp-content/uploads/2022/06/M-14394-No-on-Prop-30-09-12-22.jpg\">private polling\u003c/a>.\u003c/p>\n\u003cp>Mary Creasman, CEO of California Environmental Voters and a member of the campaign supporting Proposition 30, also said Newsom’s role “100%” contributed to the measure’s demise, though she also blamed the No campaign for what she said were “lies” about what the ballot measure would actually do.\u003c/p>\n\u003cp>Proposition 30 “had a record number of billionaires against it, it had complete falsehoods thrown at it, and it had the most popular Democratic leader in the state against it,” she said. “And we still got 40% of the vote.”\u003c/p>\n\u003cfigure id=\"attachment_11932083\" class=\"wp-caption alignnone\" style=\"max-width: 1024px\">\u003cimg class=\"size-full wp-image-11932083\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253.jpg\" alt=\"Governor Gavin Newsom greets voters at a Prop 1 rally\" width=\"1024\" height=\"683\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253.jpg 1024w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/11/GettyImages-1244567253-160x107.jpg 160w\" sizes=\"(max-width: 1024px) 100vw, 1024px\">\u003cfigcaption class=\"wp-caption-text\">Gov. Newsom at a rally endorsing ballot Prop. 1 at Long Beach City College on Nov. 6, 2022. Newsom's opposition was a key factor in voters' rejection of Prop. 30. \u003ccite>(Robert Gauthier/Los Angeles Times via Getty Images)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>Specifically, Creasman said the suggestion, made by Newsom and in many No on 30 ads, that Proposition 30 would have specifically benefited Lyft was false. In fact, though the measure could have helped the rideshare company meet some of the state’s vehicle electrification mandates, it would have done so by subsidizing zero-emission vehicles and expanding charging infrastructure in general, \u003ca href=\"https://calmatters.org/explainers/california-ballot-measures-prop-30-key-numbers/#8f9fce7f-c7fd-4f1c-b2ce-aff54c57df33\">not by providing money to Lyft directly\u003c/a>.\u003c/p>\n\u003cp>Lyft, however, provided roughly 94% of the funding, nearly $48 million, for the Yes on Proposition 30 campaign.\u003c/p>\n\u003cp>Creasman said she was especially puzzled by the governor’s position, given his support for a state policy to \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">phase out the sale of new gas-powered cars by 2035\u003c/a>. The governor and Legislature have committed $10 billion to zero-emission programs and subsidies over the next five years. But Creasman argued that making the mandated transition will require more, and more reliable, public funding.\u003c/p>\n\u003cp>The failure of Proposition 30 puts the ball in the governor’s court, she added.\u003c/p>\n\u003cp>“Where’s the money going to come from?” said Creasman. “If the governor has some exciting, innovative new stuff that he can pull out of his pocket and say, ‘Here’s how we’re gonna pay for it,’ we are all in.”\u003c/p>\n\u003ch2>Not a referendum on climate\u003c/h2>\n\u003cp>Both Creasman and Rodriguez cautioned against drawing any sweeping conclusions about California voters’ policy preferences from the outcome of this single contentious proposition.\u003c/p>\n\u003cp>Will voters “still be progressive on tax policy? I think possibly,” said Rodriguez. “Will they still be very progressive on climate? I think absolutely. I don’t think any of that is gone. I just think that voters weren’t fooled.”\u003c/p>\n\u003cp>David Vogel, author of “California Greenin’: How the Golden State Became an Environmental Leader” and a UC Berkeley professor emeritus, agreed.\u003c/p>\n\u003cp>“I don’t see it as a referendum at all on climate change or the environment,” he said of Proposition 30. He pointed to the governor’s opposition, the neutrality of some high-profile environmental organizations including the Sierra Club and the allegations of self-dealing by Lyft as top reasons for voter skepticism.\u003c/p>\n\u003cp>\u003ca href=\"https://www.sierraclub.org/california/2022-endorsements\">The Sierra Club’s decision not to endorse\u003c/a> was motivated by concerns that some of the money that the measure would have directed toward wildfire mitigation could have funded clear-cutting forests.\u003c/p>\n\u003cp>But that was only one of many dueling endorsements and non-endorsements in the Proposition 30 campaign that may have confused voters.\u003c/p>\n\u003cp>In opposing the measure, Newsom joined traditional allies in the state’s two largest teachers’ unions, which \u003ca href=\"https://www.cta.org/our-advocacy/election-2022/no-on-proposition-30\">warned that Proposition 30 could reduce state funding\u003c/a> to public schools. But he broke with many\u003cstrong> \u003c/strong>Democrats and was on the same side\u003cstrong> \u003c/strong>as stranger political bedfellows, including the California Republican Party, the state Chamber of Commerce and the Howard Jarvis Taxpayers Association.\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'Confusion is the best friend of the No side. You don't have to even win the argument, you just have to muddy the waters.'","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Paul Mitchell, analyst, Political Data","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>On the Yes side, the Democratic Party, many environmentalists and trade unions joined Lyft, even though they battled the corporate giant just two years ago over its successful referendum to \u003ca href=\"https://calmatters.org/economy/2020/11/after-gig-companies-prop-22-win-labor-groups-vow-challenges/\">exempt the company’s drivers from a state labor law\u003c/a>.\u003c/p>\n\u003cp>The utter strangeness of those coalitions likely contributed to the defeat of Proposition 30, too, said Paul Mitchell, with Political Data, an election-analysis firm that works with Democrats.\u003c/p>\n\u003cp>“I don’t think it was so much the governor’s messaging, but it was confusing to voters. It was like, ‘Wait, this is an environmental thing? It’s a Lyft thing? The governor isn’t for it?’” he said.\u003c/p>\n\u003cp>Mitchell pointed to the trend in California politics that \u003ca href=\"https://calmatters.org/politics/california-election-2020/2019/10/ballot-california-polling-trend-slump-fact-check-myth-data/\">ballot measures frequently lose support as Election Day nears\u003c/a>. That’s often because undecided and puzzled voters are driven by a “first, do no harm” principle and, erring on the side of the status quo, vote no.\u003c/p>\n\u003cp>“Confusion is the best friend of the No side,” said Mitchell. “You don’t have to even win the argument, you just have to muddy the waters.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11932078/why-californias-eco-friendly-tax-the-rich-electorate-killed-prop-30","authors":["byline_news_11932078"],"categories":["news_19906","news_8","news_13"],"tags":["news_18538","news_30879","news_22457","news_31949","news_17602"],"affiliates":["news_18481"],"featImg":"news_11932080","label":"news_18481"},"news_11926059":{"type":"posts","id":"news_11926059","meta":{"index":"posts_1591205157","site":"news","id":"11926059","score":null,"sort":[1663374999000]},"guestAuthors":[],"slug":"big-change-for-big-rigs-california-unveils-mandate-to-phase-out-diesel-trucks","title":"Big Change for Big Rigs: California Unveils Mandate to Phase Out Diesel Trucks","publishDate":1663374999,"format":"standard","headTitle":"CALmatters | KQED News","labelTerm":{"term":18481,"site":"news"},"content":"\u003cp>New big rigs and other trucks will have to be zero-emissions in 2040 — ending their decades-long reliance on high-polluting diesel — under a proposed regulation unveiled by the California Air Resources Board.\u003c/p>\n\u003cp>Under \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/regact/2022/acf22/isor2.pdf\">the proposal\u003c/a>, manufacturers couldn’t sell new medium-duty and heavy-duty trucks fueled by diesel or gasoline that operate in California, instead turning to electric models. In addition, large trucking companies would have to gradually convert their existing fleets to zero-emissions vehicles, buying more over time until all are zero emissions by 2042.\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11923224,news_11925703,news_11923634\"]In another worldwide first, California aims to amp up its efforts to end the use of fossil fuels by setting requirements for clean-burning big rigs, garbage trucks, delivery trucks and other large trucks. Transportation is California’s largest contributor to climate-warming greenhouse gases as well as smog and other air pollutants.\u003c/p>\n\u003cp>Chris Shimoda, a senior vice president at the California Trucking Association, which represents truck drivers, said zero-emissions truck technology has great possibilities, but truckers worry about “the practical unknowns,” such as the high cost of the trucks, a lack of charging stations and the limited range of the vehicles.\u003c/p>\n\u003cp>“We’re flying blind into some pretty major questions about the practicality of actually implementing this rule,” Shimoda said.\u003c/p>\n\u003cp>The air board did not include cost estimates for trucking companies and truck drivers in its proposal, only saying that their upfront costs would be high but that they’d save money over time.\u003c/p>\n\u003cp>About 1.8 million heavy-duty trucks on California’s roads would be affected by the regulation, according to the report.\u003c/p>\n\u003cp>The proposed rule could put about 510,000 carbon-free medium- and heavy-duty vehicles on California’s roads in 2035, increasing to 1.2 million in 2045 and nearly 1.6 million in 2050, according to the air board. Currently there are only \u003ca href=\"https://tableau.cnra.ca.gov/t/CNRA_CEC/views/MDHDVehiclesPop/MDHD?%3Adisplay_count=n&%3Aembed=y&%3AisGuestRedirectFromVizportal=y&%3Aorigin=viz_share_link\">1,943 zero-emissions medium- and heavy-duty vehicles\u003c/a> on the state’s roads, and nearly all of them are buses.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Chris Shimoda, California Trucking Association\"]'We’re flying blind into some pretty major questions about the practicality of actually implementing this rule.'[/pullquote]The new truck mandate is “really a critical piece of the state’s climate and clean air objectives,” said Patricio Portillo, a clean transportation advocate at the Natural Resources Defense Council. “A common sight on California’s highways are trucks clogging lanes, blowing thick smoke into the sky while overheated trucks rest at the side. It’s so normal that we stop thinking about it, but that exhaust permeating the air harms our lungs and bodies.”\u003c/p>\n\u003cp>The air board will hold a public hearing on the proposal on Oct. 27, after a 45-day public comment period. It comes just a few weeks after the air board passed another \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">far-reaching mandate\u003c/a> that bans sales of gas-powered cars by 2035.\u003c/p>\n\u003cp>California has been ratcheting down emissions from diesel-powered trucks and buses for decades in an effort to combat the state’s severe air pollution. The new proposal builds on a \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-trucks\">clean trucks regulation\u003c/a> passed in 2020, which gradually increases the number of \u003ca href=\"https://calmatters.org/environment/2020/06/california-zero-emission-trucks/\">zero-emissions trucks\u003c/a> that manufacturers must sell, starting in 2024.\u003c/p>\n\u003cp>The provisions requiring turnover of existing fleets would apply only to federal agencies and so-called “high-priority fleets,” which are owned or operated by companies with 50 or more trucks or with $50 million or more in annual revenue. Included are trucks weighing 10,001 pounds or more and package delivery vehicles of 8,500 lbs or more, including U.S. Postal Service, FedEx, UPS and Amazon fleets.\u003c/p>\n\u003cp>These large companies and federal agencies would have a choice on how to comply: They could purchase only zero-emissions vehicles beginning in 2024 while retiring diesel trucks at the end of their useful life. Or they could phase-in zero-emissions trucks as a percentage of their total fleet, starting with 10% of delivery trucks and other types that are the easiest to electrify in 2025, then ramping up to 100% between 2035 and 2042.\u003c/p>\n\u003cp>The requirements for converting fleets would not apply to smaller companies, unless they were using a larger company’s trucks. They could keep their trucks as long as they want under the proposal, although their new purchases would have to be zero-emissions by 2040, according to Tony Brasil, chief of the air board’s transportation and technology branch.\u003c/p>\n\u003cp>“We also believe that some of the market dynamics will probably encourage fleets to replace their trucks earlier,” Brasil said. “As new zero-emissions trucks become available, the cost of operation is considerably lower.”\u003c/p>\n\u003cp>Working toward the 2040 ban on new diesel and gas trucks, the proposal has other deadlines for phasing in new sales, varying based on the type of truck.\u003c/p>\n\u003cp>Drayage trucks — used largely to transport cargo from ports and railways — would have the strictest timeline. New models would be zero-emissions in 2024, while diesel and gas drayage trucks must retire after 18 years to guarantee that they meet a zero-emissions requirement by 2035.\u003c/p>\n\u003cp>In addition, half of all new trucks purchased by state and local governments would be zero-emissions in 2024, increasing to 100% by 2027. Some exemptions are allowed, if there is a lack of available models. Counties with small populations, including Inyo, Butte, Mendocino and Tuolumne, would be exempt until 2027.\u003c/p>\n\u003cp>The new rule banning sale of diesel vehicles would not apply to emergency vehicles, such as ambulances.\u003c/p>\n\u003cp>Some manufacturers have already announced plans to ramp up sales of electric truck fleets. Tesla plans to roll out electric semi trucks with 500 miles of range \u003ca href=\"https://twitter.com/elonmusk/status/1557236629412007937?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1557236629412007937%7Ctwgr%5E2977be77fff926169a4689be26070d5de6a85a33%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fhypebeast.com%2F2022%2F8%2Ftesla-elon-musk-semi-truck-2022-cybertruck-2023-production\">later this year\u003c/a>, while \u003ca href=\"https://www.volvotrucks.us/trucks/vnr-electric/\">Volvo Trucks\u003c/a> and \u003ca href=\"https://nikolamotor.com/tre-bev\">Nikola Inc.\u003c/a> have launched electric big rigs and other models with ranges of up to 350 miles. Volvo Trucks this year set a global goal that half of its truck sales would be electric by 2030.\u003c/p>\n\u003cp>“We are determined to lead the transformation of the transport industry,” Roger Alm, president of Volvo Trucks, said in a statement. “The interest among customers is high and it’s quickly becoming a competitive advantage for transporters to be able to offer electric, sustainable transports.”\u003c/p>\n\u003cfigure id=\"attachment_11926077\" class=\"wp-caption aligncenter\" style=\"max-width: 1568px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm.jpg\">\u003cimg class=\"size-full wp-image-11926077\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm.jpg\" alt=\"workers at a car factory manufacture an electric truck\" width=\"1568\" height=\"1046\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm.jpg 1568w, https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm-1536x1025.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Workers at a Volvo Trucks' plant in Sweden assemble an electric truck. \u003ccite>(Courtesy of Volvo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But challenges with the transition remain.\u003c/p>\n\u003cp>Many electric heavy-duty trucks currently on the market still lack the range needed to transport cargo statewide and across state lines. Some vehicles like drayage trucks are better suited for electrification because those vehicles may not need as long of a vehicle range, said Shimoda of the California Trucking Association. But for long-haulers, the mandate could pose serious problems, he said.\u003c/p>\n\u003cp>Long-haul diesel trucks can operate up to 1,000 miles before needing to refill the tank, which takes 10 to 15 minutes to fill up. But electric models have to be charged often because they have “significantly shorter range” and they take hours to charge.\u003c/p>\n\u003cp>“The charging infrastructure that is necessary to support these trucks is basically non-existent today. Even the fastest available chargers right now are going to take 3 to 4 hours to charge up to a full state,” said Shimoda, who represents California truckers.\u003c/p>\n\u003cp>Todd Spencer, president and CEO of the Owner-Operator Independent Drivers Association, said charging times of more than two hours could “cause total disruption” of the industry.\u003c/p>\n\u003cp>“Neither the technology nor the interstate infrastructure will be available in the foreseeable future to support a zero-emissions requirement for long-haul interstate trucks,” he said.\u003c/p>\n\u003cp>Some new technology, however, has already surfaced that dramatically cuts the charging time. The newest model of the Volvo eVNR tractor-trailer can recharge to 80% \u003ca href=\"https://www.volvotrucks.us/trucks/vnr-electric/\">in just 90 minutes\u003c/a>.\u003c/p>\n\u003cp>The mandate also would increase demand on the state’s already-fragile electric grid.\u003c/p>\n\u003cp>“These charging stations are going to be a huge, huge power draw,” Shimoda said. “To put into context, the Levi’s Stadium in Santa Clara on a game day uses around 300 to 350 kilowatts of power. A charging station needed for a big rig is going to be like 30 times larger.”\u003c/p>\n\u003cp>Stanley Young, an Air Resources Board spokesperson, said many concerns over the charging infrastructure are already being addressed under the buildout of the grid outlined in the state’s \u003ca href=\"https://calmatters.org/environment/2022/09/california-climate-change-plan/\">proposed scoping plan\u003c/a>, its climate change blueprint.\u003c/p>\n\u003cp>Though new model prices are high, electric trucks would need much lower maintenance costs over time compared to fossil-fueled engines and recharging with electricity would save more money than using diesel.\u003c/p>\n\u003cp>Shane Levy of Proterra, an electric-vehicle technology company, said the company has rapidly scaled up its battery technology in recent years. It is currently working with more than a dozen manufacturers to electrify medium- and heavy-duty trucks and has delivered battery systems for more than a thousand commercial vehicles.\u003c/p>\n\u003cp>He said the new rule could accelerate the market.\u003c/p>\n\u003cp>“Commercial vehicles are ripe for electrification — benefiting not only how we move people around cities and towns, but also how we provide goods and services to the communities we live in,” he added.\u003c/p>\n\u003cp>Some \u003ca href=\"https://californiahvip.org/\">state and federal subsidy programs\u003c/a> could also help provide relief to companies and truck drivers.\u003c/p>\n\u003cp>Although the board provided no cost data, staff said the long-term economic net benefits are expected to save companies about $22 billion over the life of the regulation and will save more than 5,000 California lives between 2024 and 2050, according to air board staff’s estimates.\u003c/p>\n\u003cp>Environmental groups say the deadlines should be accelerated by four years — from 2040 to 2036 — for all sales of new zero-emissions trucks.\u003c/p>\n\u003cp>Portillo, of the Natural Resources Defense Council, said speeding up the transition would have health benefits for low-income, disadvantaged communities that live near highways, railyards and ports, where trucks spew toxic diesel exhaust and smog-forming pollutants.\u003c/p>\n\u003cp>Diesel exhaust is one of the \u003ca href=\"https://ww2.arb.ca.gov/resources/overview-diesel-exhaust-and-health\">most harmful pollutants\u003c/a> that threaten Californians’ health, containing more than 40 carcinogens as well as particles that contribute to cardiovascular and respiratory disease.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"In a worldwide first, California would require new trucks to be zero-emissions in 2040 — meaning large trucking companies would gradually convert their fleets. But truckers worry about the plan's costs and practicality.","status":"publish","parent":0,"modified":1663607129,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":42,"wordCount":1741},"headData":{"title":"Big Change for Big Rigs: California Unveils Mandate to Phase Out Diesel Trucks | KQED","description":"In a worldwide first, California would require new trucks to be zero-emissions in 2040 — meaning large trucking companies would gradually convert their fleets. But truckers worry about the plan's costs and practicality.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Big Change for Big Rigs: California Unveils Mandate to Phase Out Diesel Trucks","datePublished":"2022-09-17T00:36:39.000Z","dateModified":"2022-09-19T17:05:29.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11926059 https://ww2.kqed.org/news/?p=11926059","disqusUrl":"https://ww2.kqed.org/news/2022/09/16/big-change-for-big-rigs-california-unveils-mandate-to-phase-out-diesel-trucks/","disqusTitle":"Big Change for Big Rigs: California Unveils Mandate to Phase Out Diesel Trucks","nprByline":"\u003ca href=\"https://calmatters.org/author/nadia-lopez/\">Nadia Lopez\u003c/a>","excludeFromSiteSearch":"Include","showOnAuthorArchivePages":"No","path":"/news/11926059/big-change-for-big-rigs-california-unveils-mandate-to-phase-out-diesel-trucks","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>New big rigs and other trucks will have to be zero-emissions in 2040 — ending their decades-long reliance on high-polluting diesel — under a proposed regulation unveiled by the California Air Resources Board.\u003c/p>\n\u003cp>Under \u003ca href=\"https://ww2.arb.ca.gov/sites/default/files/barcu/regact/2022/acf22/isor2.pdf\">the proposal\u003c/a>, manufacturers couldn’t sell new medium-duty and heavy-duty trucks fueled by diesel or gasoline that operate in California, instead turning to electric models. In addition, large trucking companies would have to gradually convert their existing fleets to zero-emissions vehicles, buying more over time until all are zero emissions by 2042.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11923224,news_11925703,news_11923634"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>In another worldwide first, California aims to amp up its efforts to end the use of fossil fuels by setting requirements for clean-burning big rigs, garbage trucks, delivery trucks and other large trucks. Transportation is California’s largest contributor to climate-warming greenhouse gases as well as smog and other air pollutants.\u003c/p>\n\u003cp>Chris Shimoda, a senior vice president at the California Trucking Association, which represents truck drivers, said zero-emissions truck technology has great possibilities, but truckers worry about “the practical unknowns,” such as the high cost of the trucks, a lack of charging stations and the limited range of the vehicles.\u003c/p>\n\u003cp>“We’re flying blind into some pretty major questions about the practicality of actually implementing this rule,” Shimoda said.\u003c/p>\n\u003cp>The air board did not include cost estimates for trucking companies and truck drivers in its proposal, only saying that their upfront costs would be high but that they’d save money over time.\u003c/p>\n\u003cp>About 1.8 million heavy-duty trucks on California’s roads would be affected by the regulation, according to the report.\u003c/p>\n\u003cp>The proposed rule could put about 510,000 carbon-free medium- and heavy-duty vehicles on California’s roads in 2035, increasing to 1.2 million in 2045 and nearly 1.6 million in 2050, according to the air board. Currently there are only \u003ca href=\"https://tableau.cnra.ca.gov/t/CNRA_CEC/views/MDHDVehiclesPop/MDHD?%3Adisplay_count=n&%3Aembed=y&%3AisGuestRedirectFromVizportal=y&%3Aorigin=viz_share_link\">1,943 zero-emissions medium- and heavy-duty vehicles\u003c/a> on the state’s roads, and nearly all of them are buses.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"'We’re flying blind into some pretty major questions about the practicality of actually implementing this rule.'","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Chris Shimoda, California Trucking Association","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The new truck mandate is “really a critical piece of the state’s climate and clean air objectives,” said Patricio Portillo, a clean transportation advocate at the Natural Resources Defense Council. “A common sight on California’s highways are trucks clogging lanes, blowing thick smoke into the sky while overheated trucks rest at the side. It’s so normal that we stop thinking about it, but that exhaust permeating the air harms our lungs and bodies.”\u003c/p>\n\u003cp>The air board will hold a public hearing on the proposal on Oct. 27, after a 45-day public comment period. It comes just a few weeks after the air board passed another \u003ca href=\"https://calmatters.org/environment/2022/08/electric-cars-california-to-phase-out-gas-cars/\">far-reaching mandate\u003c/a> that bans sales of gas-powered cars by 2035.\u003c/p>\n\u003cp>California has been ratcheting down emissions from diesel-powered trucks and buses for decades in an effort to combat the state’s severe air pollution. The new proposal builds on a \u003ca href=\"https://ww2.arb.ca.gov/our-work/programs/advanced-clean-trucks\">clean trucks regulation\u003c/a> passed in 2020, which gradually increases the number of \u003ca href=\"https://calmatters.org/environment/2020/06/california-zero-emission-trucks/\">zero-emissions trucks\u003c/a> that manufacturers must sell, starting in 2024.\u003c/p>\n\u003cp>The provisions requiring turnover of existing fleets would apply only to federal agencies and so-called “high-priority fleets,” which are owned or operated by companies with 50 or more trucks or with $50 million or more in annual revenue. Included are trucks weighing 10,001 pounds or more and package delivery vehicles of 8,500 lbs or more, including U.S. Postal Service, FedEx, UPS and Amazon fleets.\u003c/p>\n\u003cp>These large companies and federal agencies would have a choice on how to comply: They could purchase only zero-emissions vehicles beginning in 2024 while retiring diesel trucks at the end of their useful life. Or they could phase-in zero-emissions trucks as a percentage of their total fleet, starting with 10% of delivery trucks and other types that are the easiest to electrify in 2025, then ramping up to 100% between 2035 and 2042.\u003c/p>\n\u003cp>The requirements for converting fleets would not apply to smaller companies, unless they were using a larger company’s trucks. They could keep their trucks as long as they want under the proposal, although their new purchases would have to be zero-emissions by 2040, according to Tony Brasil, chief of the air board’s transportation and technology branch.\u003c/p>\n\u003cp>“We also believe that some of the market dynamics will probably encourage fleets to replace their trucks earlier,” Brasil said. “As new zero-emissions trucks become available, the cost of operation is considerably lower.”\u003c/p>\n\u003cp>Working toward the 2040 ban on new diesel and gas trucks, the proposal has other deadlines for phasing in new sales, varying based on the type of truck.\u003c/p>\n\u003cp>Drayage trucks — used largely to transport cargo from ports and railways — would have the strictest timeline. New models would be zero-emissions in 2024, while diesel and gas drayage trucks must retire after 18 years to guarantee that they meet a zero-emissions requirement by 2035.\u003c/p>\n\u003cp>In addition, half of all new trucks purchased by state and local governments would be zero-emissions in 2024, increasing to 100% by 2027. Some exemptions are allowed, if there is a lack of available models. Counties with small populations, including Inyo, Butte, Mendocino and Tuolumne, would be exempt until 2027.\u003c/p>\n\u003cp>The new rule banning sale of diesel vehicles would not apply to emergency vehicles, such as ambulances.\u003c/p>\n\u003cp>Some manufacturers have already announced plans to ramp up sales of electric truck fleets. Tesla plans to roll out electric semi trucks with 500 miles of range \u003ca href=\"https://twitter.com/elonmusk/status/1557236629412007937?ref_src=twsrc%5Etfw%7Ctwcamp%5Etweetembed%7Ctwterm%5E1557236629412007937%7Ctwgr%5E2977be77fff926169a4689be26070d5de6a85a33%7Ctwcon%5Es1_&ref_url=https%3A%2F%2Fhypebeast.com%2F2022%2F8%2Ftesla-elon-musk-semi-truck-2022-cybertruck-2023-production\">later this year\u003c/a>, while \u003ca href=\"https://www.volvotrucks.us/trucks/vnr-electric/\">Volvo Trucks\u003c/a> and \u003ca href=\"https://nikolamotor.com/tre-bev\">Nikola Inc.\u003c/a> have launched electric big rigs and other models with ranges of up to 350 miles. Volvo Trucks this year set a global goal that half of its truck sales would be electric by 2030.\u003c/p>\n\u003cp>“We are determined to lead the transformation of the transport industry,” Roger Alm, president of Volvo Trucks, said in a statement. “The interest among customers is high and it’s quickly becoming a competitive advantage for transporters to be able to offer electric, sustainable transports.”\u003c/p>\n\u003cfigure id=\"attachment_11926077\" class=\"wp-caption aligncenter\" style=\"max-width: 1568px\">\u003ca href=\"https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm.jpg\">\u003cimg class=\"size-full wp-image-11926077\" src=\"https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm.jpg\" alt=\"workers at a car factory manufacture an electric truck\" width=\"1568\" height=\"1046\" srcset=\"https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm.jpg 1568w, https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm-800x534.jpg 800w, https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm-1020x680.jpg 1020w, https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm-160x107.jpg 160w, https://ww2.kqed.org/app/uploads/sites/10/2022/09/091422-VOLVO-ELECTRIC-TRUCK-Cm-1536x1025.jpg 1536w\" sizes=\"(max-width: 1568px) 100vw, 1568px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Workers at a Volvo Trucks' plant in Sweden assemble an electric truck. \u003ccite>(Courtesy of Volvo)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>But challenges with the transition remain.\u003c/p>\n\u003cp>Many electric heavy-duty trucks currently on the market still lack the range needed to transport cargo statewide and across state lines. Some vehicles like drayage trucks are better suited for electrification because those vehicles may not need as long of a vehicle range, said Shimoda of the California Trucking Association. But for long-haulers, the mandate could pose serious problems, he said.\u003c/p>\n\u003cp>Long-haul diesel trucks can operate up to 1,000 miles before needing to refill the tank, which takes 10 to 15 minutes to fill up. But electric models have to be charged often because they have “significantly shorter range” and they take hours to charge.\u003c/p>\n\u003cp>“The charging infrastructure that is necessary to support these trucks is basically non-existent today. Even the fastest available chargers right now are going to take 3 to 4 hours to charge up to a full state,” said Shimoda, who represents California truckers.\u003c/p>\n\u003cp>Todd Spencer, president and CEO of the Owner-Operator Independent Drivers Association, said charging times of more than two hours could “cause total disruption” of the industry.\u003c/p>\n\u003cp>“Neither the technology nor the interstate infrastructure will be available in the foreseeable future to support a zero-emissions requirement for long-haul interstate trucks,” he said.\u003c/p>\n\u003cp>Some new technology, however, has already surfaced that dramatically cuts the charging time. The newest model of the Volvo eVNR tractor-trailer can recharge to 80% \u003ca href=\"https://www.volvotrucks.us/trucks/vnr-electric/\">in just 90 minutes\u003c/a>.\u003c/p>\n\u003cp>The mandate also would increase demand on the state’s already-fragile electric grid.\u003c/p>\n\u003cp>“These charging stations are going to be a huge, huge power draw,” Shimoda said. “To put into context, the Levi’s Stadium in Santa Clara on a game day uses around 300 to 350 kilowatts of power. A charging station needed for a big rig is going to be like 30 times larger.”\u003c/p>\n\u003cp>Stanley Young, an Air Resources Board spokesperson, said many concerns over the charging infrastructure are already being addressed under the buildout of the grid outlined in the state’s \u003ca href=\"https://calmatters.org/environment/2022/09/california-climate-change-plan/\">proposed scoping plan\u003c/a>, its climate change blueprint.\u003c/p>\n\u003cp>Though new model prices are high, electric trucks would need much lower maintenance costs over time compared to fossil-fueled engines and recharging with electricity would save more money than using diesel.\u003c/p>\n\u003cp>Shane Levy of Proterra, an electric-vehicle technology company, said the company has rapidly scaled up its battery technology in recent years. It is currently working with more than a dozen manufacturers to electrify medium- and heavy-duty trucks and has delivered battery systems for more than a thousand commercial vehicles.\u003c/p>\n\u003cp>He said the new rule could accelerate the market.\u003c/p>\n\u003cp>“Commercial vehicles are ripe for electrification — benefiting not only how we move people around cities and towns, but also how we provide goods and services to the communities we live in,” he added.\u003c/p>\n\u003cp>Some \u003ca href=\"https://californiahvip.org/\">state and federal subsidy programs\u003c/a> could also help provide relief to companies and truck drivers.\u003c/p>\n\u003cp>Although the board provided no cost data, staff said the long-term economic net benefits are expected to save companies about $22 billion over the life of the regulation and will save more than 5,000 California lives between 2024 and 2050, according to air board staff’s estimates.\u003c/p>\n\u003cp>Environmental groups say the deadlines should be accelerated by four years — from 2040 to 2036 — for all sales of new zero-emissions trucks.\u003c/p>\n\u003cp>Portillo, of the Natural Resources Defense Council, said speeding up the transition would have health benefits for low-income, disadvantaged communities that live near highways, railyards and ports, where trucks spew toxic diesel exhaust and smog-forming pollutants.\u003c/p>\n\u003cp>Diesel exhaust is one of the \u003ca href=\"https://ww2.arb.ca.gov/resources/overview-diesel-exhaust-and-health\">most harmful pollutants\u003c/a> that threaten Californians’ health, containing more than 40 carcinogens as well as particles that contribute to cardiovascular and respiratory disease.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11926059/big-change-for-big-rigs-california-unveils-mandate-to-phase-out-diesel-trucks","authors":["byline_news_11926059"],"categories":["news_8"],"tags":["news_31658","news_22457","news_57","news_4977","news_30923"],"affiliates":["news_18481"],"featImg":"news_11926063","label":"news_18481"},"news_11925703":{"type":"posts","id":"news_11925703","meta":{"index":"posts_1591205157","site":"news","id":"11925703","score":null,"sort":[1663243257000]},"guestAuthors":[],"slug":"ballot-fight-over-electric-car-tax-splits-newsom-from-fellow-democrats","title":"Ballot Fight Over Electric Car Tax Splits Newsom From Fellow Democrats","publishDate":1663243257,"format":"standard","headTitle":"KQED News","labelTerm":{"site":"news"},"content":"\u003cp>\u003ca href=\"https://oag.ca.gov/system/files/initiatives/pdfs/21-0037A1%20%28Electric%20Vehicle%20Funding%20%29.pdf\">Proposition 30\u003c/a>, a \"clean air initiative\" that would tax the wealthiest Californians to pay for electric car rebates and charging stations, has majority support among likely voters.\u003c/p>\n\u003cp>According to a survey from the Public Policy Institute of California, 55% of likely voters support the measure.\u003c/p>\n\u003cp>At least, that's for now. The November election is still a ways out, but Prop. 30 has already generated major debate, breaking old alliances in the Democratic party and making odd political bedfellows of Gov. Gavin Newsom, the \u003ca href=\"https://www.calchamber.com/\">California Chamber of Commerce\u003c/a> and the conservative \u003ca href=\"https://www.hjta.org/\">Howard Jarvis Taxpayers Association\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://ballotpedia.org/California_Proposition_30,_Tax_on_Income_Above_%242_Million_for_Zero-Emissions_Vehicles_and_Wildfire_Prevention_Initiative_(2022)\">Prop. 30 would raise the state income tax by 1.75% for people who make more than $2 million dollars each year.\u003c/a>\u003c/p>\n\u003cp>The state would spend about half of that revenue on zero-emission vehicle rebates, while some of it would be spent on chargers and infrastructure and the rest would fund firefighting and suppression programs and hiring and training firefighters.\u003c/p>\n\u003cp>[aside postID='news_11923634,news_11923224']Newsom, who remains popular and influential in California, went all-in against the measure this week, making himself\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003ca href=\"https://calmatters.org/newsletters/whatmatters/2022/09/california-propositions-newsom/\">\u003cspan style=\"font-weight: 400\">the face of the opposition\u003c/span>\u003c/a> by starring solo in an advertisement \"warning\" Californians not to vote for it, calling Prop. 30 a \"Trojan horse\" and a \"cynical scheme\" by the ride-hailing giant Lyft to \"to grab a huge taxpayer-funded subsidy\" to pay for a fleet of electric vehicles.\u003c/p>\n\u003cp>The day after Newsom's ad dropped, Lyft dumped an additional $10 million in support of Proposition 30. Big-money donors supporting the measure also include San Francisco venture capitalist Ron Conway and former presidential candidate Tom Steyer. But Lyft has contributed by far the most, a total of around $25 million.\u003c/p>\n\u003cp>On Wednesday, Bay Area heavyweights from the Democratic Party (and Newsom allies) rallied in support of Prop. 30 at a kickoff event in front of Oakland's City Hall, arguing in stark and personal terms that passing the measure is absolutely necessary to reduce greenhouse gas emissions and fight air pollution from the state's biggest offenders: cars and wildfires.\u003c/p>\n\u003cp>Oakland Mayor Libby Schaaf said pollution is not only killing our planet, it is killing our people and \"Prop. 30 will fix that. [It] is an innovative measure that all Californians must support, as if their lives depend on it.\"\u003c/p>\n\u003cp>[aside postID='news_11921266']Assemblymember Buffy Wicks (D-Oakland) grew up in the community of Foresthill, now located at the eastern flank of the monstrous Mosquito Fire, which has burned through more than 60,000 acres and into that town.\u003c/p>\n\u003cp>\"The community I grew up in Foresthill is at threat of being completely wiped off the face of the Earth right now for me,\" she said. \"That compels me to take action and to ask everyone to take action on this really critical issue.\"\u003c/p>\n\u003ch2>\u003cstrong>Newsom's argument to voters: Prop. 30 is about Lyft, not climate\u003c/strong>\u003c/h2>\n\u003cp>\"Don't be fooled,\" Newsom said in his campaign ad, reportedly the only one Newsom will personally appear in this year. \"Prop. 30 is being advertised as a climate initiative but in reality it was devised by a single corporation to funnel state income taxes to benefit their company.\"\u003c/p>\n\u003cp>Newsom's ad is a huge expenditure of political capital against a proposition that would fund electrical vehicle rebates and charging infrastructure — and comes only weeks after California solidified its \u003ca href=\"https://www.kqed.org/news/11923540/california-poised-to-phase-out-sale-of-new-gas-powered-cars\">\u003cspan style=\"font-weight: 400\">plan to phase out the sale of gasoline-powered cars next decade\u003c/span>\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Chronicle's Joe Garofoli \u003ca href=\"https://www.sfchronicle.com/politics/article/Newsom-s-allies-support-Prop-30-here-s-why-17439855.php\">\u003cspan style=\"font-weight: 400\">reported that Newsom's traditional political enemies are loving him for starring in the ad\u003c/span>\u003c/a>.\u003c/p>\n\u003cp>Maybe it's good politics, if you're going to oppose Prop. 30, to paint it as a corporate bailout. But critics say it's a cynical and disingenuous take on the measure, which was actually devised by transit and environmental justice groups such as the Bay Area \u003ca href=\"https://www.spur.org/\">nonprofit think tank SPUR\u003c/a> and \u003ca href=\"https://www.movela.org/\">\u003cspan style=\"font-weight: 400\">Move LA\u003c/span>\u003c/a> from the Los Angeles area.\u003c/p>\n\u003cp>For years, those groups have pushed California to reduce its top source of greenhouse gas emissions: transportation.\u003c/p>\n\u003cp>Back in 2020, they convened a bunch of California's climate intelligentsia — including Mary Nichols, Newsom's former top air regulator — and asked them this question: If you had $30 billion to spend fighting climate change, what would you do?\u003c/p>\n\u003cp>The answer: Invest in electric vehicle rebates and chargers.\u003c/p>\n\u003cp>\"Build out charging infrastructure for passenger cars,\" said Kevin de León, former leader of the state Senate, during that event. \"The infrastructure has to be there.\"\u003c/p>\n\u003cp>[aside postID='forum_2010101890398' label='Electric Car Mandate']Lyft president John Zimmer did not say the governor's name at Wednesday's rally for Prop. 30 in Oakland, but he did push back on Newsom's assertion that the measure was \"devised\" by the company he co-founded.\u003c/p>\n\u003cp>\"This issue is far, far bigger than one company or a single industry,\" he said. \"This is about the health of our neighbors and communities. That's why we agreed to get involved when environmental leaders approached us with their plan to reduce California emissions.\"\u003c/p>\n\u003cp>Last year California approved a mandate for ride-hailing companies: Ninety percent of their miles logged must be with electric cars by 2030. The company has said it supports that goal but has called it unrealistic without government subsidies to support charging infrastructure, which Prop. 30 would provide.\u003c/p>\n\u003cp>Zimmer said Prop. 30 would help \"millions of Californians finally make the transition to electric vehicles,\" which would presumably include many of the company's drivers, too. \"[Electric vehicles] should be for everyone,\" he said.\u003c/p>\n\u003ch2>\u003cstrong>Californians support Prop. 1 and Prop. 27, too\u003c/strong>\u003c/h2>\n\u003cp>The PPIC poll also surveyed likely California voters about two other hot-button ballot measures: Proposition 1, to enshrine the right to abortion in the state constitution; and Proposition 27, to legalize online sports betting.\u003c/p>\n\u003cp>[aside postID='news_11918098,news_11918631']The state Legislature placed Prop. 1 on the ballot in the wake of the Supreme Court's decision overturning the constitutional right to abortion and referring the issue to the states. In the months since, Democrats in California have made it a centerpiece of their midterm campaigns, seeing it as an attractive wedge issue for the state's swing voters.\u003c/p>\n\u003cp>The PPIC survey finds overwhelming support for the measure, with 69% of likely voters and 67% of independents planning to vote yes. Just as important for supporters hoping the measure will boost turnout in competitive congressional seats: Sixty-one percent of the electorate says the outcome of Proposition 1 is \"very important.\" The measure also enjoys the support of 70% of likely voters in districts deemed \"competitive\" by the Cook Political Report, which provides independent, nonpartisan analysis of federal and state election issues.\u003c/p>\n\u003cp>Despite an avalanche of campaign advertisements on both sides of Proposition 27, voters seem less invested in the outcome of that one, with just 29% naming the fate of online sports betting as \"very important.\"\u003c/p>\n\u003cp>Gambling companies supporting the measure and the Native American tribes opposing it have raised a combined $260 million to blanket the airwaves with ads. With a month until voting begins, a majority of the electorate (54%) is opposed to allowing wagering on phones and computers, the poll found, compared to just 34% who support it.\u003c/p>\n\u003cp>The PPIC did not ask about Proposition 26, also on the November ballot, which would legalize roulette, games of dice and sports betting in tribal casinos.\u003c/p>\n\u003cp>\u003cem>KQED's Guy Marzorati contributed to this report.\u003c/em>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n","blocks":[],"excerpt":"New polling finds tax on millionaires to fund electric car rebates has big support, but Newsom's opposition advertising could shift that.","status":"publish","parent":0,"modified":1664817985,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":32,"wordCount":1241},"headData":{"title":"Ballot Fight Over Electric Car Tax Splits Newsom From Fellow Democrats | KQED","description":"New polling finds tax on millionaires to fund electric car rebates has big support, but Newsom's opposition advertising could shift that.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"NewsArticle","headline":"Ballot Fight Over Electric Car Tax Splits Newsom From Fellow Democrats","datePublished":"2022-09-15T12:00:57.000Z","dateModified":"2022-10-03T17:26:25.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png","isAccessibleForFree":"Y","publisher":{"@type":"NewsMediaOrganization","@id":"https://www.kqed.org/#organization","name":"KQED","url":"https://www.kqed.org","logo":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}}},"disqusIdentifier":"11925703 https://ww2.kqed.org/news/?p=11925703","disqusUrl":"https://ww2.kqed.org/news/2022/09/15/ballot-fight-over-electric-car-tax-splits-newsom-from-fellow-democrats/","disqusTitle":"Ballot Fight Over Electric Car Tax Splits Newsom From Fellow Democrats","excludeFromSiteSearch":"Include","path":"/news/11925703/ballot-fight-over-electric-car-tax-splits-newsom-from-fellow-democrats","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003ca href=\"https://oag.ca.gov/system/files/initiatives/pdfs/21-0037A1%20%28Electric%20Vehicle%20Funding%20%29.pdf\">Proposition 30\u003c/a>, a \"clean air initiative\" that would tax the wealthiest Californians to pay for electric car rebates and charging stations, has majority support among likely voters.\u003c/p>\n\u003cp>According to a survey from the Public Policy Institute of California, 55% of likely voters support the measure.\u003c/p>\n\u003cp>At least, that's for now. The November election is still a ways out, but Prop. 30 has already generated major debate, breaking old alliances in the Democratic party and making odd political bedfellows of Gov. Gavin Newsom, the \u003ca href=\"https://www.calchamber.com/\">California Chamber of Commerce\u003c/a> and the conservative \u003ca href=\"https://www.hjta.org/\">Howard Jarvis Taxpayers Association\u003c/a>.\u003c/p>\n\u003cp>\u003ca href=\"https://ballotpedia.org/California_Proposition_30,_Tax_on_Income_Above_%242_Million_for_Zero-Emissions_Vehicles_and_Wildfire_Prevention_Initiative_(2022)\">Prop. 30 would raise the state income tax by 1.75% for people who make more than $2 million dollars each year.\u003c/a>\u003c/p>\n\u003cp>The state would spend about half of that revenue on zero-emission vehicle rebates, while some of it would be spent on chargers and infrastructure and the rest would fund firefighting and suppression programs and hiring and training firefighters.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11923634,news_11923224","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Newsom, who remains popular and influential in California, went all-in against the measure this week, making himself\u003cspan style=\"font-weight: 400\"> \u003c/span>\u003ca href=\"https://calmatters.org/newsletters/whatmatters/2022/09/california-propositions-newsom/\">\u003cspan style=\"font-weight: 400\">the face of the opposition\u003c/span>\u003c/a> by starring solo in an advertisement \"warning\" Californians not to vote for it, calling Prop. 30 a \"Trojan horse\" and a \"cynical scheme\" by the ride-hailing giant Lyft to \"to grab a huge taxpayer-funded subsidy\" to pay for a fleet of electric vehicles.\u003c/p>\n\u003cp>The day after Newsom's ad dropped, Lyft dumped an additional $10 million in support of Proposition 30. Big-money donors supporting the measure also include San Francisco venture capitalist Ron Conway and former presidential candidate Tom Steyer. But Lyft has contributed by far the most, a total of around $25 million.\u003c/p>\n\u003cp>On Wednesday, Bay Area heavyweights from the Democratic Party (and Newsom allies) rallied in support of Prop. 30 at a kickoff event in front of Oakland's City Hall, arguing in stark and personal terms that passing the measure is absolutely necessary to reduce greenhouse gas emissions and fight air pollution from the state's biggest offenders: cars and wildfires.\u003c/p>\n\u003cp>Oakland Mayor Libby Schaaf said pollution is not only killing our planet, it is killing our people and \"Prop. 30 will fix that. [It] is an innovative measure that all Californians must support, as if their lives depend on it.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11921266","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Assemblymember Buffy Wicks (D-Oakland) grew up in the community of Foresthill, now located at the eastern flank of the monstrous Mosquito Fire, which has burned through more than 60,000 acres and into that town.\u003c/p>\n\u003cp>\"The community I grew up in Foresthill is at threat of being completely wiped off the face of the Earth right now for me,\" she said. \"That compels me to take action and to ask everyone to take action on this really critical issue.\"\u003c/p>\n\u003ch2>\u003cstrong>Newsom's argument to voters: Prop. 30 is about Lyft, not climate\u003c/strong>\u003c/h2>\n\u003cp>\"Don't be fooled,\" Newsom said in his campaign ad, reportedly the only one Newsom will personally appear in this year. \"Prop. 30 is being advertised as a climate initiative but in reality it was devised by a single corporation to funnel state income taxes to benefit their company.\"\u003c/p>\n\u003cp>Newsom's ad is a huge expenditure of political capital against a proposition that would fund electrical vehicle rebates and charging infrastructure — and comes only weeks after California solidified its \u003ca href=\"https://www.kqed.org/news/11923540/california-poised-to-phase-out-sale-of-new-gas-powered-cars\">\u003cspan style=\"font-weight: 400\">plan to phase out the sale of gasoline-powered cars next decade\u003c/span>\u003c/a>.\u003c/p>\n\u003cp>The San Francisco Chronicle's Joe Garofoli \u003ca href=\"https://www.sfchronicle.com/politics/article/Newsom-s-allies-support-Prop-30-here-s-why-17439855.php\">\u003cspan style=\"font-weight: 400\">reported that Newsom's traditional political enemies are loving him for starring in the ad\u003c/span>\u003c/a>.\u003c/p>\n\u003cp>Maybe it's good politics, if you're going to oppose Prop. 30, to paint it as a corporate bailout. But critics say it's a cynical and disingenuous take on the measure, which was actually devised by transit and environmental justice groups such as the Bay Area \u003ca href=\"https://www.spur.org/\">nonprofit think tank SPUR\u003c/a> and \u003ca href=\"https://www.movela.org/\">\u003cspan style=\"font-weight: 400\">Move LA\u003c/span>\u003c/a> from the Los Angeles area.\u003c/p>\n\u003cp>For years, those groups have pushed California to reduce its top source of greenhouse gas emissions: transportation.\u003c/p>\n\u003cp>Back in 2020, they convened a bunch of California's climate intelligentsia — including Mary Nichols, Newsom's former top air regulator — and asked them this question: If you had $30 billion to spend fighting climate change, what would you do?\u003c/p>\n\u003cp>The answer: Invest in electric vehicle rebates and chargers.\u003c/p>\n\u003cp>\"Build out charging infrastructure for passenger cars,\" said Kevin de León, former leader of the state Senate, during that event. \"The infrastructure has to be there.\"\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"forum_2010101890398","label":"Electric Car Mandate "},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>Lyft president John Zimmer did not say the governor's name at Wednesday's rally for Prop. 30 in Oakland, but he did push back on Newsom's assertion that the measure was \"devised\" by the company he co-founded.\u003c/p>\n\u003cp>\"This issue is far, far bigger than one company or a single industry,\" he said. \"This is about the health of our neighbors and communities. That's why we agreed to get involved when environmental leaders approached us with their plan to reduce California emissions.\"\u003c/p>\n\u003cp>Last year California approved a mandate for ride-hailing companies: Ninety percent of their miles logged must be with electric cars by 2030. The company has said it supports that goal but has called it unrealistic without government subsidies to support charging infrastructure, which Prop. 30 would provide.\u003c/p>\n\u003cp>Zimmer said Prop. 30 would help \"millions of Californians finally make the transition to electric vehicles,\" which would presumably include many of the company's drivers, too. \"[Electric vehicles] should be for everyone,\" he said.\u003c/p>\n\u003ch2>\u003cstrong>Californians support Prop. 1 and Prop. 27, too\u003c/strong>\u003c/h2>\n\u003cp>The PPIC poll also surveyed likely California voters about two other hot-button ballot measures: Proposition 1, to enshrine the right to abortion in the state constitution; and Proposition 27, to legalize online sports betting.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"postid":"news_11918098,news_11918631","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The state Legislature placed Prop. 1 on the ballot in the wake of the Supreme Court's decision overturning the constitutional right to abortion and referring the issue to the states. In the months since, Democrats in California have made it a centerpiece of their midterm campaigns, seeing it as an attractive wedge issue for the state's swing voters.\u003c/p>\n\u003cp>The PPIC survey finds overwhelming support for the measure, with 69% of likely voters and 67% of independents planning to vote yes. Just as important for supporters hoping the measure will boost turnout in competitive congressional seats: Sixty-one percent of the electorate says the outcome of Proposition 1 is \"very important.\" The measure also enjoys the support of 70% of likely voters in districts deemed \"competitive\" by the Cook Political Report, which provides independent, nonpartisan analysis of federal and state election issues.\u003c/p>\n\u003cp>Despite an avalanche of campaign advertisements on both sides of Proposition 27, voters seem less invested in the outcome of that one, with just 29% naming the fate of online sports betting as \"very important.\"\u003c/p>\n\u003cp>Gambling companies supporting the measure and the Native American tribes opposing it have raised a combined $260 million to blanket the airwaves with ads. With a month until voting begins, a majority of the electorate (54%) is opposed to allowing wagering on phones and computers, the poll found, compared to just 34% who support it.\u003c/p>\n\u003cp>The PPIC did not ask about Proposition 26, also on the November ballot, which would legalize roulette, games of dice and sports betting in tribal casinos.\u003c/p>\n\u003cp>\u003cem>KQED's Guy Marzorati contributed to this report.\u003c/em>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"floatright"},"numeric":["floatright"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/news/11925703/ballot-fight-over-electric-car-tax-splits-newsom-from-fellow-democrats","authors":["11608"],"categories":["news_28750","news_8","news_13","news_356"],"tags":["news_31640","news_255","news_30879","news_31738","news_22457","news_27626","news_31641","news_17602"],"featImg":"news_11925713","label":"news"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.","airtime":"SUN 2pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.possible.fm/","meta":{"site":"news","source":"Possible"},"link":"/radio/program/possible","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/possible/id1677184070","spotify":"https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"}},"1a":{"id":"1a","title":"1A","info":"1A is home to the national conversation. 1A brings on great guests and frames the best debate in ways that make you think, share and engage.","airtime":"MON-THU 11pm-12am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/1a.jpg","officialWebsiteLink":"https://the1a.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/1a","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=1188724250&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/1A-p947376/","rss":"https://feeds.npr.org/510316/podcast.xml"}},"all-things-considered":{"id":"all-things-considered","title":"All Things Considered","info":"Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. Michel Martin hosts on the weekends.","airtime":"MON-FRI 1pm-2pm, 4:30pm-6:30pm\u003cbr />SAT-SUN 5pm-6pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/All-Things-Considered-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.npr.org/programs/all-things-considered/","meta":{"site":"news","source":"npr"},"link":"/radio/program/all-things-considered"},"american-suburb-podcast":{"id":"american-suburb-podcast","title":"American Suburb: The Podcast","tagline":"The flip side of gentrification, told through one town","info":"Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/American-Suburb-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/news/series/american-suburb-podcast","meta":{"site":"news","source":"kqed","order":"13"},"link":"/news/series/american-suburb-podcast/","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?mt=2&id=1287748328","tuneIn":"https://tunein.com/radio/American-Suburb-p1086805/","rss":"https://ww2.kqed.org/news/series/american-suburb-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkMzMDExODgxNjA5"}},"baycurious":{"id":"baycurious","title":"Bay Curious","tagline":"Exploring the Bay Area, one question at a time","info":"KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. And you join us on the journey to find the answers.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Bay-Curious-Podcast-Tile-703x703-1.jpg","imageAlt":"\"KQED Bay Curious","officialWebsiteLink":"/news/series/baycurious","meta":{"site":"news","source":"kqed","order":"4"},"link":"/podcasts/baycurious","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/bay-curious/id1172473406","npr":"https://www.npr.org/podcasts/500557090/bay-curious","rss":"https://ww2.kqed.org/news/category/bay-curious-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93dzIua3FlZC5vcmcvbmV3cy9jYXRlZ29yeS9iYXktY3VyaW91cy1wb2RjYXN0L2ZlZWQvcG9kY2FzdA","stitcher":"https://www.stitcher.com/podcast/kqed/bay-curious","spotify":"https://open.spotify.com/show/6O76IdmhixfijmhTZLIJ8k"}},"bbc-world-service":{"id":"bbc-world-service","title":"BBC World Service","info":"The day's top stories from BBC News compiled twice daily in the week, once at weekends.","airtime":"MON-FRI 9pm-10pm, TUE-FRI 1am-2am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/BBC-World-Service-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.bbc.co.uk/sounds/play/live:bbc_world_service","meta":{"site":"news","source":"BBC World Service"},"link":"/radio/program/bbc-world-service","subscribe":{"apple":"https://itunes.apple.com/us/podcast/global-news-podcast/id135067274?mt=2","tuneIn":"https://tunein.com/radio/BBC-World-Service-p455581/","rss":"https://podcasts.files.bbci.co.uk/p02nq0gn.rss"}},"code-switch-life-kit":{"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 />","airtime":"SUN 9pm-10pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Code-Switch-Life-Kit-Podcast-Tile-360x360-1.jpg","meta":{"site":"radio","source":"npr"},"link":"/radio/program/code-switch-life-kit","subscribe":{"apple":"https://podcasts.apple.com/podcast/1112190608?mt=2&at=11l79Y&ct=nprdirectory","google":"https://podcasts.google.com/feed/aHR0cHM6Ly93d3cubnByLm9yZy9yc3MvcG9kY2FzdC5waHA_aWQ9NTEwMzEy","spotify":"https://open.spotify.com/show/3bExJ9JQpkwNhoHvaIIuyV","rss":"https://feeds.npr.org/510312/podcast.xml"}},"commonwealth-club":{"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.","airtime":"THU 10pm, FRI 1am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Commonwealth-Club-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.commonwealthclub.org/podcasts","meta":{"site":"news","source":"Commonwealth Club of California"},"link":"/radio/program/commonwealth-club","subscribe":{"apple":"https://itunes.apple.com/us/podcast/commonwealth-club-of-california-podcast/id976334034?mt=2","google":"https://podcasts.google.com/feed/aHR0cDovL3d3dy5jb21tb253ZWFsdGhjbHViLm9yZy9hdWRpby9wb2RjYXN0L3dlZWtseS54bWw","tuneIn":"https://tunein.com/radio/Commonwealth-Club-of-California-p1060/"}},"considerthis":{"id":"considerthis","title":"Consider This","tagline":"Make sense of the day","info":"Make sense of the day. Every weekday afternoon, Consider This helps you consider the major stories of the day in less than 15 minutes, featuring the reporting and storytelling resources of NPR. Plus, KQED’s Bianca Taylor brings you the local KQED news you need to know.","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Consider-This-Podcast-Tile-703x703-1.jpg","imageAlt":"Consider This from NPR and KQED","officialWebsiteLink":"/podcasts/considerthis","meta":{"site":"news","source":"kqed","order":"7"},"link":"/podcasts/considerthis","subscribe":{"apple":"https://podcasts.apple.com/podcast/id1503226625?mt=2&at=11l79Y&ct=nprdirectory","npr":"https://rpb3r.app.goo.gl/coronavirusdaily","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5ucHIub3JnLzUxMDM1NS9wb2RjYXN0LnhtbA","spotify":"https://open.spotify.com/show/3Z6JdCS2d0eFEpXHKI6WqH"}},"forum":{"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","officialWebsiteLink":"/forum","meta":{"site":"news","source":"kqed","order":"8"},"link":"/forum","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/kqeds-forum/id73329719","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM5NTU3MzgxNjMz","npr":"https://www.npr.org/podcasts/432307980/forum","stitcher":"https://www.stitcher.com/podcast/kqedfm-kqeds-forum-podcast","rss":"https://feeds.megaphone.fm/KQINC9557381633"}},"freakonomics-radio":{"id":"freakonomics-radio","title":"Freakonomics Radio","info":"Freakonomics Radio is a one-hour award-winning podcast and public-radio project hosted by Stephen Dubner, with co-author Steve Levitt as a regular guest. 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One of public radio's most popular programs, Fresh Air features intimate conversations with today's biggest luminaries.","airtime":"MON-FRI 7pm-8pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Fresh-Air-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.npr.org/programs/fresh-air/","meta":{"site":"radio","source":"npr"},"link":"/radio/program/fresh-air","subscribe":{"npr":"https://rpb3r.app.goo.gl/4s8b","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=214089682&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/Fresh-Air-p17/","rss":"https://feeds.npr.org/381444908/podcast.xml"}},"here-and-now":{"id":"here-and-now","title":"Here & Now","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.","airtime":"MON-THU 11am-12pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Here-And-Now-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"http://www.wbur.org/hereandnow","meta":{"site":"news","source":"npr"},"link":"/radio/program/here-and-now","subsdcribe":{"apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?mt=2&id=426698661","tuneIn":"https://tunein.com/radio/Here--Now-p211/","rss":"https://feeds.npr.org/510051/podcast.xml"}},"how-i-built-this":{"id":"how-i-built-this","title":"How I Built This with Guy Raz","info":"Guy Raz dives into the stories behind some of the world's best known companies. How I Built This weaves a narrative journey about innovators, entrepreneurs and idealists—and the movements they built.","imageSrc":"https://ww2.kqed.org/news/wp-content/uploads/sites/10/2018/05/howIBuiltThis.png","officialWebsiteLink":"https://www.npr.org/podcasts/510313/how-i-built-this","airtime":"SUN 7:30pm-8pm","meta":{"site":"news","source":"npr"},"link":"/radio/program/how-i-built-this","subscribe":{"npr":"https://rpb3r.app.goo.gl/3zxy","apple":"https://itunes.apple.com/us/podcast/how-i-built-this-with-guy-raz/id1150510297?mt=2","tuneIn":"https://tunein.com/podcasts/Arts--Culture-Podcasts/How-I-Built-This-p910896/","rss":"https://feeds.npr.org/510313/podcast.xml"}},"inside-europe":{"id":"inside-europe","title":"Inside Europe","info":"Inside Europe, a one-hour weekly news magazine hosted by Helen Seeney and Keith Walker, explores the topical issues shaping the continent. No other part of the globe has experienced such dynamic political and social change in recent years.","airtime":"SAT 3am-4am","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Inside-Europe-Podcast-Tile-300x300-1.jpg","meta":{"site":"news","source":"Deutsche Welle"},"link":"/radio/program/inside-europe","subscribe":{"apple":"https://itunes.apple.com/us/podcast/inside-europe/id80106806?mt=2","tuneIn":"https://tunein.com/radio/Inside-Europe-p731/","rss":"https://partner.dw.com/xml/podcast_inside-europe"}},"latino-usa":{"id":"latino-usa","title":"Latino USA","airtime":"MON 1am-2am, SUN 6pm-7pm","info":"Latino USA, the radio journal of news and culture, is the only national, English-language radio program produced from a Latino perspective.","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/latinoUsa.jpg","officialWebsiteLink":"http://latinousa.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/latino-usa","subscribe":{"npr":"https://rpb3r.app.goo.gl/xtTd","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=79681317&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/Latino-USA-p621/","rss":"https://feeds.npr.org/510016/podcast.xml"}},"live-from-here-highlights":{"id":"live-from-here-highlights","title":"Live from Here Highlights","info":"Chris Thile steps to the mic as the host of Live from Here (formerly A Prairie Home Companion), a live public radio variety show. 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Updated Monday through Friday at about 3:30 p.m. PT.","airtime":"MON-FRI 4pm-4:30pm, MON-WED 6:30pm-7pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Marketplace-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.marketplace.org/","meta":{"site":"news","source":"American Public Media"},"link":"/radio/program/marketplace","subscribe":{"apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=201853034&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/APM-Marketplace-p88/","rss":"https://feeds.publicradio.org/public_feeds/marketplace-pm/rss/rss"}},"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":{"site":"news","source":"kqed","order":"2"},"link":"/podcasts/mindshift","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5","npr":"https://www.npr.org/podcasts/464615685/mind-shift-podcast","stitcher":"https://www.stitcher.com/podcast/kqed/stories-teachers-share","spotify":"https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"}},"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. 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