Self-Driving Cars Will Compel Changes on California Roads and Highways
Rolling Out a 'Clean Diesel' Locomotive
Bay Area Regulators Will Monitor Pollution From Highways
Sweeping Plan Would Limit Sprawl in Bay Area Communities
Sponsored
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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 Editor","ogImgSrc":"https://secure.gravatar.com/avatar/1f646bf546a63d638e04ff23b52b0e79?s=600&d=blank&r=g","twImgSrc":"https://secure.gravatar.com/avatar/1f646bf546a63d638e04ff23b52b0e79?s=600&d=blank&r=g"},"isLoading":false,"link":"/author/kevinstark"}},"breakingNewsReducer":{},"campaignFinanceReducer":{},"firebase":{"requesting":{},"requested":{},"timestamps":{},"data":{},"ordered":{},"auth":{"isLoaded":false,"isEmpty":true},"authError":null,"profile":{"isLoaded":false,"isEmpty":true},"listeners":{"byId":{},"allIds":[]},"isInitializing":false,"errors":[]},"navBarReducer":{"navBarId":"news","fullView":true,"showPlayer":false},"navMenuReducer":{"menus":[{"key":"menu1","items":[{"name":"News","link":"/","type":"title"},{"name":"Politics","link":"/politics"},{"name":"Science","link":"/science"},{"name":"Education","link":"/educationnews"},{"name":"Housing","link":"/housing"},{"name":"Immigration","link":"/immigration"},{"name":"Criminal Justice","link":"/criminaljustice"},{"name":"Silicon Valley","link":"/siliconvalley"},{"name":"Forum","link":"/forum"},{"name":"The California Report","link":"/californiareport"}]},{"key":"menu2","items":[{"name":"Arts & Culture","link":"/arts","type":"title"},{"name":"Critics’ Picks","link":"/thedolist"},{"name":"Cultural Commentary","link":"/artscommentary"},{"name":"Food & Drink","link":"/food"},{"name":"Bay Area Hip-Hop","link":"/bayareahiphop"},{"name":"Rebel Girls","link":"/rebelgirls"},{"name":"Arts Video","link":"/artsvideos"}]},{"key":"menu3","items":[{"name":"Podcasts","link":"/podcasts","type":"title"},{"name":"Bay Curious","link":"/podcasts/baycurious"},{"name":"Rightnowish","link":"/podcasts/rightnowish"},{"name":"The Bay","link":"/podcasts/thebay"},{"name":"On Our Watch","link":"/podcasts/onourwatch"},{"name":"Mindshift","link":"/podcasts/mindshift"},{"name":"Consider This","link":"/podcasts/considerthis"},{"name":"Political Breakdown","link":"/podcasts/politicalbreakdown"}]},{"key":"menu4","items":[{"name":"Live Radio","link":"/radio","type":"title"},{"name":"TV","link":"/tv","type":"title"},{"name":"Events","link":"/events","type":"title"},{"name":"For Educators","link":"/education","type":"title"},{"name":"Support KQED","link":"/support","type":"title"},{"name":"About","link":"/about","type":"title"},{"name":"Help Center","link":"https://kqed-helpcenter.kqed.org/s","type":"title"}]}]},"pagesReducer":{},"postsReducer":{"stream_live":{"type":"live","id":"stream_live","audioUrl":"https://streams.kqed.org/kqedradio","title":"Live Stream","excerpt":"Live Stream information currently unavailable.","link":"/radio","featImg":"","label":{"name":"KQED Live","link":"/"}},"stream_kqedNewscast":{"type":"posts","id":"stream_kqedNewscast","audioUrl":"https://www.kqed.org/.stream/anon/radio/RDnews/newscast.mp3?_=1","title":"KQED Newscast","featImg":"","label":{"name":"88.5 FM","link":"/"}},"science_1992222":{"type":"posts","id":"science_1992222","meta":{"index":"posts_1591205157","site":"science","id":"1992222","score":null,"sort":[1712232078000]},"guestAuthors":[],"slug":"bay-area-leads-california-and-nation-in-shift-to-evs-say-scientists-as-carbon-footprint-steadily-drops","title":"Bay Area Carbon Emissions Steadily Fall as Region Embraces EVs","publishDate":1712232078,"format":"standard","headTitle":"Bay Area Carbon Emissions Steadily Fall as Region Embraces EVs | KQED","labelTerm":{"site":"science"},"content":"\u003cp>The San Francisco Bay Area is leading the state and nation in a shift from gas-powered cars to electric vehicles. These EVs, as well as hybrid cars and other more fuel-efficient models, are steadily lowering the region’s carbon footprint, according to researchers at UC Berkeley.\u003c/p>\n\u003cp>The scientists found that carbon dioxide levels fell across the region at an annual rate of about 1.8% between 2018 and 2022. Vehicle emission rates saw a yearly drop of 2.6%. The scientists used data pulled from a \u003ca href=\"https://beacon.berkeley.edu/about/\">custom-designed network of sensors affixed\u003c/a> mostly to the top of schools in the East Bay to monitor carbon dioxide levels in real time, as well as state statistics and records from the DMV.\u003c/p>\n\u003cp>[pullquote align=\"right\" size=\"medium\" citation=\"Ronald Cohen, chemistry professor, UC Berkeley\"]‘We do need to accelerate. But the starting point is pretty good right now.’[/pullquote]The idea for the sensors came from Ronald Cohen, a UC Berkeley professor of chemistry, who argued it is the first real-world evidence that the region’s bellwether adoption of electric vehicles is measurably lowering the Bay Area’s carbon emissions. In an interview with KQED, he said his team has shown that it’s technically possible to measure changes in carbon dioxide over time and at a granular, city-level, which could have significant real-world applications as localities across the world pass goals for reducing planet-warming gas emissions.\u003c/p>\n\u003cp>“One of the things we set out to do is to be able to report on changes within cities in a way of providing observational feedback on the efficacy of policy,” he said. “We’re excited about that.”\u003c/p>\n\u003cp>The research results were \u003ca href=\"https://pubs.acs.org/doi/10.1021/acs.est.3c09642\">published Thursday in the American Chemical Society’s journal \u003cem>Environmental Science & Technology\u003c/em>\u003c/a>.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Emission reductions in California and elsewhere are often calculated using a system of accounting and estimates. Or with federal sensors that cost hundreds of thousands of dollars. Cohen said that his sensors cost less than $10,000 and offer cities a realistic window for tracking their sources of pollution. The devices also measure air pollutants, including tiny particles in wildfire smoke, carbon monoxide, nitrous oxides and ozone.\u003c/p>\n\u003cp>He said that he was “pleasantly surprised” to see the scale of the average reductions of carbon dioxide over time. California’s goal is to be carbon neutral by 2045, slashing air pollution by 71% in the process. To meet that goal, the state needs to reduce its emissions by 3.7% per year.\u003c/p>\n\u003cp>At least in the Bay Area, “we’re almost halfway there at our rate today,” Cohen said. “We do need to accelerate. But the starting point is pretty good right now.”\u003c/p>\n\u003cp>[aside label=\"Related Stories\" postID=\"news_11980088,news_11974466,science_1991185\"]That’s a glass half full interpretation. Even the Bay Area, which Cohen said has roughly double the EVs of a city like Los Angeles, would need to increase its emissions reductions each year to be on pace with the state target.\u003c/p>\n\u003cp>The study “reminds us that we are not reducing emissions faster enough,” said Jens Mühle, a researcher at Scripps Institution of Oceanography at UC San Diego. He was not involved in the research.\u003c/p>\n\u003cp>However, he agreed that the network of sensors has shown a statistically significant drop in emissions in the Bay Area, and it is important to be able to accurately measure carbon pollution at that level.\u003c/p>\n\u003cp>Cities represent approximately 70% of global carbon dioxide emissions, and “oftentimes the impact of climate change is the worst [there],” he said. “You have all this concrete and asphalt, and you have the heat waves. They also have a potentially large impact on reducing global CO2 emissions, and that’s what they’re doing.”\u003c/p>\n\u003cp>\u003c/p>\n","blocks":[],"excerpt":"The region still needs to accelerate its annual emissions reduction to meet the state's net zero carbon goal.","status":"publish","parent":0,"modified":1712260566,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":14,"wordCount":653},"headData":{"title":"Bay Area Carbon Emissions Steadily Fall as Region Embraces EVs | KQED","description":"The region still needs to accelerate its annual emissions reduction to meet the state's net zero carbon goal.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Bay Area Carbon Emissions Steadily Fall as Region Embraces EVs","datePublished":"2024-04-04T12:01:18.000Z","dateModified":"2024-04-04T19:56:06.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"excludeFromSiteSearch":"Include","articleAge":"0","path":"/science/1992222/bay-area-leads-california-and-nation-in-shift-to-evs-say-scientists-as-carbon-footprint-steadily-drops","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The San Francisco Bay Area is leading the state and nation in a shift from gas-powered cars to electric vehicles. These EVs, as well as hybrid cars and other more fuel-efficient models, are steadily lowering the region’s carbon footprint, according to researchers at UC Berkeley.\u003c/p>\n\u003cp>The scientists found that carbon dioxide levels fell across the region at an annual rate of about 1.8% between 2018 and 2022. Vehicle emission rates saw a yearly drop of 2.6%. The scientists used data pulled from a \u003ca href=\"https://beacon.berkeley.edu/about/\">custom-designed network of sensors affixed\u003c/a> mostly to the top of schools in the East Bay to monitor carbon dioxide levels in real time, as well as state statistics and records from the DMV.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"‘We do need to accelerate. But the starting point is pretty good right now.’","name":"pullquote","attributes":{"named":{"align":"right","size":"medium","citation":"Ronald Cohen, chemistry professor, UC Berkeley","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>The idea for the sensors came from Ronald Cohen, a UC Berkeley professor of chemistry, who argued it is the first real-world evidence that the region’s bellwether adoption of electric vehicles is measurably lowering the Bay Area’s carbon emissions. In an interview with KQED, he said his team has shown that it’s technically possible to measure changes in carbon dioxide over time and at a granular, city-level, which could have significant real-world applications as localities across the world pass goals for reducing planet-warming gas emissions.\u003c/p>\n\u003cp>“One of the things we set out to do is to be able to report on changes within cities in a way of providing observational feedback on the efficacy of policy,” he said. “We’re excited about that.”\u003c/p>\n\u003cp>The research results were \u003ca href=\"https://pubs.acs.org/doi/10.1021/acs.est.3c09642\">published Thursday in the American Chemical Society’s journal \u003cem>Environmental Science & Technology\u003c/em>\u003c/a>.\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>Emission reductions in California and elsewhere are often calculated using a system of accounting and estimates. Or with federal sensors that cost hundreds of thousands of dollars. Cohen said that his sensors cost less than $10,000 and offer cities a realistic window for tracking their sources of pollution. The devices also measure air pollutants, including tiny particles in wildfire smoke, carbon monoxide, nitrous oxides and ozone.\u003c/p>\n\u003cp>He said that he was “pleasantly surprised” to see the scale of the average reductions of carbon dioxide over time. California’s goal is to be carbon neutral by 2045, slashing air pollution by 71% in the process. To meet that goal, the state needs to reduce its emissions by 3.7% per year.\u003c/p>\n\u003cp>At least in the Bay Area, “we’re almost halfway there at our rate today,” Cohen said. “We do need to accelerate. But the starting point is pretty good right now.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"aside","attributes":{"named":{"label":"Related Stories ","postid":"news_11980088,news_11974466,science_1991185"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>That’s a glass half full interpretation. Even the Bay Area, which Cohen said has roughly double the EVs of a city like Los Angeles, would need to increase its emissions reductions each year to be on pace with the state target.\u003c/p>\n\u003cp>The study “reminds us that we are not reducing emissions faster enough,” said Jens Mühle, a researcher at Scripps Institution of Oceanography at UC San Diego. He was not involved in the research.\u003c/p>\n\u003cp>However, he agreed that the network of sensors has shown a statistically significant drop in emissions in the Bay Area, and it is important to be able to accurately measure carbon pollution at that level.\u003c/p>\n\u003cp>Cities represent approximately 70% of global carbon dioxide emissions, and “oftentimes the impact of climate change is the worst [there],” he said. “You have all this concrete and asphalt, and you have the heat waves. They also have a potentially large impact on reducing global CO2 emissions, and that’s what they’re doing.”\u003c/p>\n\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1992222/bay-area-leads-california-and-nation-in-shift-to-evs-say-scientists-as-carbon-footprint-steadily-drops","authors":["11608"],"categories":["science_31","science_40","science_4450"],"tags":["science_1627","science_182","science_194","science_1133","science_813","science_309","science_450","science_190"],"featImg":"science_1992230","label":"science"},"science_1972957":{"type":"posts","id":"science_1972957","meta":{"index":"posts_1591205157","site":"science","id":"1972957","score":null,"sort":[1614218165000]},"guestAuthors":[],"slug":"state-auditor-says-california-air-regulator-overstated-emission-reductions","title":"State Auditor Says California Air Regulator Overstated Emission Reductions","publishDate":1614218165,"format":"standard","headTitle":"State Auditor Says California Air Regulator Overstated Emission Reductions | KQED","labelTerm":{},"content":"\u003cp class=\"p1\">A state \u003ca href=\"http://auditor.ca.gov/reports/2020-114/summary.html\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">audit\u003c/span>\u003c/a> of climate programs overseen by the California Air Resources Board has found the air regulator overstated reductions in greenhouse gas emissions from its electric vehicle incentive program and other initiatives. The board is in charge of implementing the state’s most aggressive efforts to reduce emissions.\u003c/p>\n\u003cp class=\"p1\">“Given the ambitious nature of the State’s climate change goals and the short time frame to meet them, California is in need of more reliable tools with which to make funding decisions,” California State Auditor Elaine Howle wrote in a note accompanying the report, released on Tuesday.\u003c/p>\n\u003cp>Howle warned that the state is in danger of failing to meet its 2030 climate goal of reducing greenhouse gases to 40% below the level in 1990. She highlighted carbon pollution from cars and trucks as a key problem — since 2013, emissions from the transportation sector have \u003ca href=\"https://www.kqed.org/science/1948712/your-suv-is-really-messing-with-the-states-climate-plans\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">soared\u003c/span>\u003c/a> to record highs in California while falling in other areas.\u003c/p>\n\u003cp>The audit found CARB can’t say how much its incentives for electric vehicles contribute to emission reductions of planet-warming gases. Howle said the air board is not gathering and evaluating enough data, accounting for overlapping reductions between regulatory programs, or determining the impact of these incentives on consumer behavior.\u003c/p>\n\u003cp>Her report doesn’t say that the incentive programs aren’t working, but rather that CARB needs to better collect and evaluate data. While the audit did find that CARB overstated its emissions reductions, it said it’s not clear by how much.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Melanie Turner, a spokesperson for the air board, said in an email that the agency stands “behind our staff,” as well as the “methodology and robust public process that seeks stakeholder input on emissions reductions attributed to regulations and incentives.”\u003c/p>\n\u003cp class=\"p1\">“To ensure community health relief, the scope and magnitude of the necessary transition to zero is unprecedented,” she wrote. “Ninety percent of Californians still breathe unhealthy air. We agree that this is unacceptable. The board will be hearing new regulatory items in the near future related to doubling down on zero-emission vehicles, trucks, and equipment.”\u003c/p>\n\u003cp>Turner added that the agency “will strive further [to] strengthen our world-leading programs as we respond to the auditor’s recommendations.”\u003c/p>\n\u003cp class=\"p1\">Assemblyman Jim Cooper, D-Elk Grove, criticized the agency in a statement, saying the findings “are unfortunately not surprising.”\u003c/p>\n\u003cp class=\"p1\">Cooper blamed the leadership of Mary Nichols, who retired as the board’s chair in December, for the deficiencies flagged by the audit. Cooper wrote that the agency “continuously ignored the calls of Legislators and California taxpayers to look closely at how their incentive programs disproportionately left California’s struggling middle-class footing the bill for wealthy communities so that they could purchase electric vehicles.”\u003c/p>\n\u003cp class=\"p1\">President Joe Biden reportedly considered Nichols to lead the federal Environmental Protection Agency, but she \u003ca href=\"https://www.kqed.org/science/1971853/mary-nichols-californias-great-environmental-warrior-did-not-fight-the-right-battles-to-some\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">faded \u003c/span>\u003c/a>from contention after a complaint from environmental justice groups about her support for California’s cap-and-trade program.\u003c/p>\n\u003cp>The auditor’s report examined cap and trade, a market-based climate initiative that aims to limit greenhouse gases by putting a ceiling on industry emissions and allowing businesses to buy and sell credits to produce them at an auction. While the landmark program generates a lot of money, the revenue is “finite and can be unpredictable,” the audit found.\u003c/p>\n\u003cp>Demand for fossil fuels plummeted across the state last spring when California issued a shelter-in-place order to prevent the spread of COVID-19. As a result, the May cap-and-trade auction \u003ca href=\"https://www.kqed.org/science/1965124/californias-cap-and-trade-program-generates-severely-reduced-revenue\">\u003cspan class=\"s1\">generated\u003c/span>\u003c/a> very little money, and the state was forced to reduce key environmental programs.\u003c/p>\n\u003cp class=\"p1\">CARB is required to use cap-and-trade money to invest in communities and create jobs, but the audit found the agency “has done relatively little to measure specific socioeconomic benefits.”\u003c/p>\n\u003cp>The agency “has been slow to measure the jobs its programs create or support and the benefits of job training its programs require,” Howle wrote.\u003c/p>\n\u003cp>California’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180AB398\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">plan\u003c/span>\u003c/a> to meet its 2030 goal of reducing greenhouse gas emissions to 40% below 1990 levels relies on cap and trade, but the program has come under increasing \u003ca href=\"https://www.kqed.org/science/1946804/researchers-press-california-to-strengthen-landmark-climate-law\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">criticism\u003c/span>\u003c/a> for depending too much on complicated market-based mechanisms and not enough on regulations, as well as for allowing companies to “pay to pollute” in low-income communities of color.\u003c/p>\n\u003cp>\u003cspan class=\"s2\">Jared Blumenfeld, the head of Cal EPA, which oversees the air board, \u003ca href=\"https://www.kqed.org/science/1972525/california-environmental-officials-switch-to-offense-as-biden-takes-charge\">\u003cspan class=\"s1\">acknowledged\u003c/span>\u003c/a> the criticisms in an interview with KQED this month, saying, \u003c/span>\u003cspan class=\"s3\">CARB will examine its regulations and the impact of cap-and-trade program on communities that have experienced environmental degradation.\u003cbr>\n\u003c/span>\u003cspan class=\"s2\">\u003cbr>\nOf the state’s goal of attaining carbon neutrality by 2045, Blumenfeld said “cap and trade will play a role, but we all anticipate it will play a slightly smaller role than originally thought.”\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/science/1972789/california-says-it-will-review-cap-and-trade-amid-growing-criticism\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">evaluation\u003c/span>\u003c/a> by Gov. Gavin Newsom’s administration of the role of California’s cap-and-trade program began last year and must be completed by the end of 2022.\u003c/p>\n\n","blocks":[],"excerpt":"The state auditor warned that California is in danger of failing to meet its 2030 climate goal of reducing greenhouse gases to 40% below the level in 1990.","status":"publish","parent":0,"modified":1704846739,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":13,"wordCount":862},"headData":{"title":"State Auditor Says California Air Regulator Overstated Emission Reductions | KQED","description":"The state auditor warned that California is in danger of failing to meet its 2030 climate goal of reducing greenhouse gases to 40% below the level in 1990.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"State Auditor Says California Air Regulator Overstated Emission Reductions","datePublished":"2021-02-25T01:56:05.000Z","dateModified":"2024-01-10T00:32:19.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"Climate Change","sticky":false,"path":"/science/1972957/state-auditor-says-california-air-regulator-overstated-emission-reductions","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp class=\"p1\">A state \u003ca href=\"http://auditor.ca.gov/reports/2020-114/summary.html\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">audit\u003c/span>\u003c/a> of climate programs overseen by the California Air Resources Board has found the air regulator overstated reductions in greenhouse gas emissions from its electric vehicle incentive program and other initiatives. The board is in charge of implementing the state’s most aggressive efforts to reduce emissions.\u003c/p>\n\u003cp class=\"p1\">“Given the ambitious nature of the State’s climate change goals and the short time frame to meet them, California is in need of more reliable tools with which to make funding decisions,” California State Auditor Elaine Howle wrote in a note accompanying the report, released on Tuesday.\u003c/p>\n\u003cp>Howle warned that the state is in danger of failing to meet its 2030 climate goal of reducing greenhouse gases to 40% below the level in 1990. She highlighted carbon pollution from cars and trucks as a key problem — since 2013, emissions from the transportation sector have \u003ca href=\"https://www.kqed.org/science/1948712/your-suv-is-really-messing-with-the-states-climate-plans\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">soared\u003c/span>\u003c/a> to record highs in California while falling in other areas.\u003c/p>\n\u003cp>The audit found CARB can’t say how much its incentives for electric vehicles contribute to emission reductions of planet-warming gases. Howle said the air board is not gathering and evaluating enough data, accounting for overlapping reductions between regulatory programs, or determining the impact of these incentives on consumer behavior.\u003c/p>\n\u003cp>Her report doesn’t say that the incentive programs aren’t working, but rather that CARB needs to better collect and evaluate data. While the audit did find that CARB overstated its emissions reductions, it said it’s not clear by how much.\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>Melanie Turner, a spokesperson for the air board, said in an email that the agency stands “behind our staff,” as well as the “methodology and robust public process that seeks stakeholder input on emissions reductions attributed to regulations and incentives.”\u003c/p>\n\u003cp class=\"p1\">“To ensure community health relief, the scope and magnitude of the necessary transition to zero is unprecedented,” she wrote. “Ninety percent of Californians still breathe unhealthy air. We agree that this is unacceptable. The board will be hearing new regulatory items in the near future related to doubling down on zero-emission vehicles, trucks, and equipment.”\u003c/p>\n\u003cp>Turner added that the agency “will strive further [to] strengthen our world-leading programs as we respond to the auditor’s recommendations.”\u003c/p>\n\u003cp class=\"p1\">Assemblyman Jim Cooper, D-Elk Grove, criticized the agency in a statement, saying the findings “are unfortunately not surprising.”\u003c/p>\n\u003cp class=\"p1\">Cooper blamed the leadership of Mary Nichols, who retired as the board’s chair in December, for the deficiencies flagged by the audit. Cooper wrote that the agency “continuously ignored the calls of Legislators and California taxpayers to look closely at how their incentive programs disproportionately left California’s struggling middle-class footing the bill for wealthy communities so that they could purchase electric vehicles.”\u003c/p>\n\u003cp class=\"p1\">President Joe Biden reportedly considered Nichols to lead the federal Environmental Protection Agency, but she \u003ca href=\"https://www.kqed.org/science/1971853/mary-nichols-californias-great-environmental-warrior-did-not-fight-the-right-battles-to-some\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">faded \u003c/span>\u003c/a>from contention after a complaint from environmental justice groups about her support for California’s cap-and-trade program.\u003c/p>\n\u003cp>The auditor’s report examined cap and trade, a market-based climate initiative that aims to limit greenhouse gases by putting a ceiling on industry emissions and allowing businesses to buy and sell credits to produce them at an auction. While the landmark program generates a lot of money, the revenue is “finite and can be unpredictable,” the audit found.\u003c/p>\n\u003cp>Demand for fossil fuels plummeted across the state last spring when California issued a shelter-in-place order to prevent the spread of COVID-19. As a result, the May cap-and-trade auction \u003ca href=\"https://www.kqed.org/science/1965124/californias-cap-and-trade-program-generates-severely-reduced-revenue\">\u003cspan class=\"s1\">generated\u003c/span>\u003c/a> very little money, and the state was forced to reduce key environmental programs.\u003c/p>\n\u003cp class=\"p1\">CARB is required to use cap-and-trade money to invest in communities and create jobs, but the audit found the agency “has done relatively little to measure specific socioeconomic benefits.”\u003c/p>\n\u003cp>The agency “has been slow to measure the jobs its programs create or support and the benefits of job training its programs require,” Howle wrote.\u003c/p>\n\u003cp>California’s \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billNavClient.xhtml?bill_id=201720180AB398\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">plan\u003c/span>\u003c/a> to meet its 2030 goal of reducing greenhouse gas emissions to 40% below 1990 levels relies on cap and trade, but the program has come under increasing \u003ca href=\"https://www.kqed.org/science/1946804/researchers-press-california-to-strengthen-landmark-climate-law\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">criticism\u003c/span>\u003c/a> for depending too much on complicated market-based mechanisms and not enough on regulations, as well as for allowing companies to “pay to pollute” in low-income communities of color.\u003c/p>\n\u003cp>\u003cspan class=\"s2\">Jared Blumenfeld, the head of Cal EPA, which oversees the air board, \u003ca href=\"https://www.kqed.org/science/1972525/california-environmental-officials-switch-to-offense-as-biden-takes-charge\">\u003cspan class=\"s1\">acknowledged\u003c/span>\u003c/a> the criticisms in an interview with KQED this month, saying, \u003c/span>\u003cspan class=\"s3\">CARB will examine its regulations and the impact of cap-and-trade program on communities that have experienced environmental degradation.\u003cbr>\n\u003c/span>\u003cspan class=\"s2\">\u003cbr>\nOf the state’s goal of attaining carbon neutrality by 2045, Blumenfeld said “cap and trade will play a role, but we all anticipate it will play a slightly smaller role than originally thought.”\u003c/span>\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"https://www.kqed.org/science/1972789/california-says-it-will-review-cap-and-trade-amid-growing-criticism\" target=\"_blank\" rel=\"noopener noreferrer\">\u003cspan class=\"s1\">evaluation\u003c/span>\u003c/a> by Gov. Gavin Newsom’s administration of the role of California’s cap-and-trade program began last year and must be completed by the end of 2022.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1972957/state-auditor-says-california-air-regulator-overstated-emission-reductions","authors":["11608"],"categories":["science_31","science_35","science_40","science_4450"],"tags":["science_4093","science_194","science_4414","science_450"],"featImg":"science_1972958","label":"source_science_1972957"},"science_1931169":{"type":"posts","id":"science_1931169","meta":{"index":"posts_1591205157","site":"science","id":"1931169","score":null,"sort":[1536863243000]},"guestAuthors":[],"slug":"governor-browns-biggest-climate-foe-isnt-trump-its-car-loving-californians","title":"Governor Brown’s Biggest Climate Foe Isn’t Trump. It’s Car-Loving Californians","publishDate":1536863243,"format":"audio","headTitle":"Governor Brown’s Biggest Climate Foe Isn’t Trump. It’s Car-Loving Californians | KQED","labelTerm":{"site":"science"},"content":"\u003cp>California is hosting an international summit this week to push for global action on climate change. While the Trump Administration steadily rolls back climate policies — or attempts to — cities, states and businesses from around the world are pledging major action to cut carbon emissions.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘The automobile is an emotional object.’\u003ccite>Mimi Sheller, Drexler University\u003c/cite>\u003c/aside>\n\u003cp>On Monday, Gov. Jerry Brown set the stage by signing a \u003ca href=\"https://www.kqed.org/science/1930972/why-100-percent-clean-energy-in-california-is-gonna-be-tricky\" target=\"_blank\" rel=\"noopener\">new state law\u003c/a> to be using 100 percent clean energy by 2045. He also issued an even broader, but less fully developed, executive order for California to be free of fossil fuels altogether by mid-century.\u003c/p>\n\u003cp>But if California is going to reach its ambitious climate change targets, the state will have to tackle its toughest challenge yet: cars, and the Californians who love them. Transportation is the state’s top source of carbon emissions and those emissions are still climbing.\u003c/p>\n\u003cp>It will take a complete transformation. To produce enough emissions cuts, every new vehicle sold in California will have to be plug-in by 2040.\u003c/p>\n\u003cp>Today, electric and plug-in hybrid cars are only six percent of new vehicle sales in the state.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>To get them on the roads, California is requiring automakers to sell zero-emission vehicles in the state. The goal is 5 million vehicles by 2030. Nine other states have similar policies.\u003c/p>\n\u003cp>Gov. Jerry Brown also unveiled $2.5 billion plan to increase charging stations and expand rebates.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If you buy an electric car today and you drive it for ten years in California, your car will be cleaner every year.’\u003ccite>Gil Tal, UCDavis\u003c/cite>\u003c/aside>\n\u003cp>“But changing the minds of car-loving Californians is a less straightforward problem.\u003c/p>\n\u003cp>Electric cars have made major inroads in the Bay Area and Los Angeles. In Palo Alto, where Teslas are a common sight, plug-in cars made up 29 percent of new vehicle sales in 2017.\u003c/p>\n\u003cp>“I’m getting green vehicle, an electric vehicle,” says Pablo Chang-Castillo, picking up his brand-new, black Chevy Bolt at Concord Chevrolet. He says using electricity instead of gas will save him money on his long commute.\u003c/p>\n\u003cp>Still, the majority of car buyers have a different take.\u003c/p>\n\u003cp>“My wife just told me her car’s too small,” says Mark Bauhs, who is test-driving mid-size SUVS. “So, I need a bigger car.”\u003c/p>\n\u003cp>An electric car isn’t on his shopping list.\u003c/p>\n\u003cp>“I haven’t quite moved over to electric cars yet,” he says. “It definitely has never crossed my mind for a family car.”\u003c/p>\n\u003cfigure id=\"attachment_1931181\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1931181\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-800x471.jpg\" alt=\"\" width=\"800\" height=\"471\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-800x471.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-160x94.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-768x452.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-1020x601.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-1200x707.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-1180x695.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-960x566.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-240x141.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-375x221.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-520x306.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gov. Brown has approved a plan to massively expand charging stations. \u003ccite>(Anne Wernikoff)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The main issue is that most of the Californians are not aware of the benefit and opportunity of buying plug-in electric cars,” says Gil Tal, who directs the Plug-in Hybrid and Electric Vehicle Research Center at UC Davis.\u003c/p>\n\u003cp>While interest in electric cars is growing, surveys show that most people don’t know much about them.\u003c/p>\n\u003cp>“It’s the same as what I know about convertibles,” says Tal. “They are out there. That’s it. I know nothing more than that.”\u003c/p>\n\u003cp>Tal says that in California, electric cars are cleaner than gas cars, because the electricity comes from a growing amount of solar and wind power.\u003c/p>\n\u003cp>[contextly_sidebar id=”kEE3NVRcx8MxG9gCsZrU6vZ8VYtsonWk”]“If you buy an electric car today and you drive it for 10 years in California,” he says, “your car will be cleaner every year.”\u003c/p>\n\u003cp>That might be an incentive for some buyers, but there’s still a perception that electric cars aren’t practical. Tal says that with technological advances, that’s no longer the case.\u003c/p>\n\u003cp>Many electric cars go more than 200 miles on a charge, so most drivers only really need to charge them at home, not everywhere they go.\u003c/p>\n\u003cp>Newer models of electric cars are more affordable and automakers plan to release new plug-in crossovers and SUVs. In California, a buyer can get $10,000 back in federal tax credits and state rebates on a new car.\u003c/p>\n\u003cp>But Tal says that doesn’t necessarily inspire everyone to switch.\u003c/p>\n\u003cp>“It is ambitious because there is nothing really wrong with the cars we drive today,” he says. “The electric car isn’t so different that we will dump whatever we have and buy electric.”\u003c/p>\n\u003cp>And car buyers usually don’t change their minds once they get to a dealership.\u003c/p>\n\u003cp>“A lot of the purchase process happens ahead of showing up,” he says. “At the dealer is usually too late to shift someone to buy electric.”\u003c/p>\n\u003cp>\u003cstrong>Does It Pay to Advertise?\u003c/strong>\u003c/p>\n\u003cp>The question is, if people make up their mind before going to a dealer, and electric cars are not on their radar, how could a manufacturer reach them?\u003c/p>\n\u003cp>Probably not by advertising. Chances are most people have never seen a television ad for an electric car from a major car company.\u003c/p>\n\u003cfigure id=\"attachment_1931183\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1931183\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-800x493.jpg\" alt=\"\" width=\"800\" height=\"493\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-800x493.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-768x473.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-1020x628.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-1200x739.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-1180x727.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-960x592.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-240x148.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-375x231.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-520x320.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Electric cars use the carpool lane onramp to the Bay Bridge. \u003ccite>(Anne Wernikoff)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is a very difficult segment,” says Steven Majoros, marketing director for Chevrolet Cars & Crossovers. “It’s a difficult product proposition.”\u003c/p>\n\u003cp>So far, Chevy hasn’t run a national TV spot for the Chevy Bolt, just regional ads in markets like the Bay Area.\u003c/p>\n\u003cp>“Let’s just be realistic,” he says. “How big is the EV market? In the United States, right, it’s about one, one-and-a-half percent of the market. So, we have to always balance market demand, market size with how much we — quote, unquote — advertise.”\u003c/p>\n\u003cp>[emailsignup newslettername='science' align='right']That’s a trend across automakers. According to \u003ca href=\"https://www.sierraclub.org/compass/2018/08/automakers-are-still-not-advertising-electric-cars\" target=\"_blank\" rel=\"noopener\">one analysis\u003c/a>, major car companies only spend a fraction on advertising electric cars compared with their best-selling models.\u003c/p>\n\u003cp>Volkswagen is running a \u003ca href=\"https://www.cnet.com/roadshow/news/vw-electrify-america-first-ad-campaign-jetstones/\" target=\"_blank\" rel=\"noopener\">public service announcement\u003c/a> for electric cars, but they are required to do that. It’s part of the penance for an emissions-cheating scandal.\u003c/p>\n\u003cp>Chevy is counting on word of mouth.\u003c/p>\n\u003cp>“We like to say I’d rather have 100 people drive a Bolt EV than have 10,000 people just hear about it,” Majoros says. “So, we invested very heavily in experiential activities with drive events, auto shows.”\u003c/p>\n\u003cp>\u003cstrong>Emotional Attachments\u003c/strong>\u003c/p>\n\u003cp>Even then, electric cars face another hurdle: our car culture.\u003c/p>\n\u003cp>“The automobile is an emotional object,” says Mimi Sheller, professor of sociology at Drexler University, pointing to the messaging we get in car ads.\u003c/p>\n\u003cp>“There’s a long history of associations with masculinity and speed and power,” Sheller says. “I think we are influenced in many ways by all those cultural suggestions that are around us.”\u003c/p>\n\u003cp>Ads for jeeps might show the tires grinding through deep mud, and ads for SUVs might show focus on families, highlighting safety, protectiveness and caring.\u003c/p>\n\u003cp>“We buy the car for very different reasons than what we use the car for,” says Tal. “It’s an extension of our personality, in a way.”\u003c/p>\n\u003cp>Today, demand for trucks and SUVs is up in the U.S. So, Sheller says, the switch to a new technology, from gas to electric, might take a disruption of some kind, like high gas prices, or a generational shift.\u003c/p>\n\u003cp>“There’s a younger generation, kind of millennial or post-millennial generation, who maybe have a different feeling towards owning cars,” she says, “and are more sympathetic to electric vehicles.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>Bottom line: If California is going to meet its climate change targets, residents will have to change how they think about cars – and soon.\u003c/p>\n\n","blocks":[],"excerpt":"Electric cars aren't for everyone. But if California wants to meet its climate goals, they'll have to be.","status":"publish","parent":0,"modified":1704927498,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":47,"wordCount":1326},"headData":{"title":"Governor Brown’s Biggest Climate Foe Isn’t Trump. It’s Car-Loving Californians | KQED","description":"Electric cars aren't for everyone. But if California wants to meet its climate goals, they'll have to be.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Governor Brown’s Biggest Climate Foe Isn’t Trump. It’s Car-Loving Californians","datePublished":"2018-09-13T18:27:23.000Z","dateModified":"2024-01-10T22:58:18.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"audioUrl":"https://www.kqed.org/.stream/anon/radio/science/2018/09/SommerElectricCars.mp3","sticky":false,"audioTrackLength":341,"path":"/science/1931169/governor-browns-biggest-climate-foe-isnt-trump-its-car-loving-californians","audioDuration":363000,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>California is hosting an international summit this week to push for global action on climate change. While the Trump Administration steadily rolls back climate policies — or attempts to — cities, states and businesses from around the world are pledging major action to cut carbon emissions.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘The automobile is an emotional object.’\u003ccite>Mimi Sheller, Drexler University\u003c/cite>\u003c/aside>\n\u003cp>On Monday, Gov. Jerry Brown set the stage by signing a \u003ca href=\"https://www.kqed.org/science/1930972/why-100-percent-clean-energy-in-california-is-gonna-be-tricky\" target=\"_blank\" rel=\"noopener\">new state law\u003c/a> to be using 100 percent clean energy by 2045. He also issued an even broader, but less fully developed, executive order for California to be free of fossil fuels altogether by mid-century.\u003c/p>\n\u003cp>But if California is going to reach its ambitious climate change targets, the state will have to tackle its toughest challenge yet: cars, and the Californians who love them. Transportation is the state’s top source of carbon emissions and those emissions are still climbing.\u003c/p>\n\u003cp>It will take a complete transformation. To produce enough emissions cuts, every new vehicle sold in California will have to be plug-in by 2040.\u003c/p>\n\u003cp>Today, electric and plug-in hybrid cars are only six percent of new vehicle sales in the state.\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>To get them on the roads, California is requiring automakers to sell zero-emission vehicles in the state. The goal is 5 million vehicles by 2030. Nine other states have similar policies.\u003c/p>\n\u003cp>Gov. Jerry Brown also unveiled $2.5 billion plan to increase charging stations and expand rebates.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘If you buy an electric car today and you drive it for ten years in California, your car will be cleaner every year.’\u003ccite>Gil Tal, UCDavis\u003c/cite>\u003c/aside>\n\u003cp>“But changing the minds of car-loving Californians is a less straightforward problem.\u003c/p>\n\u003cp>Electric cars have made major inroads in the Bay Area and Los Angeles. In Palo Alto, where Teslas are a common sight, plug-in cars made up 29 percent of new vehicle sales in 2017.\u003c/p>\n\u003cp>“I’m getting green vehicle, an electric vehicle,” says Pablo Chang-Castillo, picking up his brand-new, black Chevy Bolt at Concord Chevrolet. He says using electricity instead of gas will save him money on his long commute.\u003c/p>\n\u003cp>Still, the majority of car buyers have a different take.\u003c/p>\n\u003cp>“My wife just told me her car’s too small,” says Mark Bauhs, who is test-driving mid-size SUVS. “So, I need a bigger car.”\u003c/p>\n\u003cp>An electric car isn’t on his shopping list.\u003c/p>\n\u003cp>“I haven’t quite moved over to electric cars yet,” he says. “It definitely has never crossed my mind for a family car.”\u003c/p>\n\u003cfigure id=\"attachment_1931181\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1931181\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-800x471.jpg\" alt=\"\" width=\"800\" height=\"471\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-800x471.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-160x94.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-768x452.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-1020x601.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-1200x707.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-1180x695.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-960x566.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-240x141.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-375x221.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_10-520x306.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Gov. Brown has approved a plan to massively expand charging stations. \u003ccite>(Anne Wernikoff)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“The main issue is that most of the Californians are not aware of the benefit and opportunity of buying plug-in electric cars,” says Gil Tal, who directs the Plug-in Hybrid and Electric Vehicle Research Center at UC Davis.\u003c/p>\n\u003cp>While interest in electric cars is growing, surveys show that most people don’t know much about them.\u003c/p>\n\u003cp>“It’s the same as what I know about convertibles,” says Tal. “They are out there. That’s it. I know nothing more than that.”\u003c/p>\n\u003cp>Tal says that in California, electric cars are cleaner than gas cars, because the electricity comes from a growing amount of solar and wind power.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>“If you buy an electric car today and you drive it for 10 years in California,” he says, “your car will be cleaner every year.”\u003c/p>\n\u003cp>That might be an incentive for some buyers, but there’s still a perception that electric cars aren’t practical. Tal says that with technological advances, that’s no longer the case.\u003c/p>\n\u003cp>Many electric cars go more than 200 miles on a charge, so most drivers only really need to charge them at home, not everywhere they go.\u003c/p>\n\u003cp>Newer models of electric cars are more affordable and automakers plan to release new plug-in crossovers and SUVs. In California, a buyer can get $10,000 back in federal tax credits and state rebates on a new car.\u003c/p>\n\u003cp>But Tal says that doesn’t necessarily inspire everyone to switch.\u003c/p>\n\u003cp>“It is ambitious because there is nothing really wrong with the cars we drive today,” he says. “The electric car isn’t so different that we will dump whatever we have and buy electric.”\u003c/p>\n\u003cp>And car buyers usually don’t change their minds once they get to a dealership.\u003c/p>\n\u003cp>“A lot of the purchase process happens ahead of showing up,” he says. “At the dealer is usually too late to shift someone to buy electric.”\u003c/p>\n\u003cp>\u003cstrong>Does It Pay to Advertise?\u003c/strong>\u003c/p>\n\u003cp>The question is, if people make up their mind before going to a dealer, and electric cars are not on their radar, how could a manufacturer reach them?\u003c/p>\n\u003cp>Probably not by advertising. Chances are most people have never seen a television ad for an electric car from a major car company.\u003c/p>\n\u003cfigure id=\"attachment_1931183\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1931183\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-800x493.jpg\" alt=\"\" width=\"800\" height=\"493\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-800x493.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-160x99.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-768x473.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-1020x628.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-1200x739.jpg 1200w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1.jpg 1920w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-1180x727.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-960x592.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-240x148.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-375x231.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/09/ElectricCars_AW_16-1-520x320.jpg 520w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">Electric cars use the carpool lane onramp to the Bay Bridge. \u003ccite>(Anne Wernikoff)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This is a very difficult segment,” says Steven Majoros, marketing director for Chevrolet Cars & Crossovers. “It’s a difficult product proposition.”\u003c/p>\n\u003cp>So far, Chevy hasn’t run a national TV spot for the Chevy Bolt, just regional ads in markets like the Bay Area.\u003c/p>\n\u003cp>“Let’s just be realistic,” he says. “How big is the EV market? In the United States, right, it’s about one, one-and-a-half percent of the market. So, we have to always balance market demand, market size with how much we — quote, unquote — advertise.”\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"emailsignup","attributes":{"named":{"newslettername":"science","align":"right","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>That’s a trend across automakers. According to \u003ca href=\"https://www.sierraclub.org/compass/2018/08/automakers-are-still-not-advertising-electric-cars\" target=\"_blank\" rel=\"noopener\">one analysis\u003c/a>, major car companies only spend a fraction on advertising electric cars compared with their best-selling models.\u003c/p>\n\u003cp>Volkswagen is running a \u003ca href=\"https://www.cnet.com/roadshow/news/vw-electrify-america-first-ad-campaign-jetstones/\" target=\"_blank\" rel=\"noopener\">public service announcement\u003c/a> for electric cars, but they are required to do that. It’s part of the penance for an emissions-cheating scandal.\u003c/p>\n\u003cp>Chevy is counting on word of mouth.\u003c/p>\n\u003cp>“We like to say I’d rather have 100 people drive a Bolt EV than have 10,000 people just hear about it,” Majoros says. “So, we invested very heavily in experiential activities with drive events, auto shows.”\u003c/p>\n\u003cp>\u003cstrong>Emotional Attachments\u003c/strong>\u003c/p>\n\u003cp>Even then, electric cars face another hurdle: our car culture.\u003c/p>\n\u003cp>“The automobile is an emotional object,” says Mimi Sheller, professor of sociology at Drexler University, pointing to the messaging we get in car ads.\u003c/p>\n\u003cp>“There’s a long history of associations with masculinity and speed and power,” Sheller says. “I think we are influenced in many ways by all those cultural suggestions that are around us.”\u003c/p>\n\u003cp>Ads for jeeps might show the tires grinding through deep mud, and ads for SUVs might show focus on families, highlighting safety, protectiveness and caring.\u003c/p>\n\u003cp>“We buy the car for very different reasons than what we use the car for,” says Tal. “It’s an extension of our personality, in a way.”\u003c/p>\n\u003cp>Today, demand for trucks and SUVs is up in the U.S. So, Sheller says, the switch to a new technology, from gas to electric, might take a disruption of some kind, like high gas prices, or a generational shift.\u003c/p>\n\u003cp>“There’s a younger generation, kind of millennial or post-millennial generation, who maybe have a different feeling towards owning cars,” she says, “and are more sympathetic to electric vehicles.”\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>Bottom line: If California is going to meet its climate change targets, residents will have to change how they think about cars – and soon.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1931169/governor-browns-biggest-climate-foe-isnt-trump-its-car-loving-californians","authors":["239"],"categories":["science_46","science_31","science_89","science_35","science_40","science_43"],"tags":["science_182","science_194","science_3028","science_450"],"featImg":"science_1931178","label":"science"},"science_1914182":{"type":"posts","id":"science_1914182","meta":{"index":"posts_1591205157","site":"science","id":"1914182","score":null,"sort":[1502116222000]},"guestAuthors":[],"slug":"with-self-driving-cars-californias-highways-will-need-an-upgrade","title":"Self-Driving Cars Will Compel Changes on California Roads and Highways","publishDate":1502116222,"format":"aside","headTitle":"Self-Driving Cars Will Compel Changes on California Roads and Highways | KQED","labelTerm":{},"content":"\u003cp>[audio src=https://www.kqed.org/.stream/anon/radio/science/2017/08/001294fa.mp3 program=\"KQED Science\" title=\"Self-Driving Cars Will Compel Changes on California Roads and Highways\" image=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2017/08/RS13989_87856673.jpg\"]\u003c/p>\n\u003cp>We are moving rapidly down the road toward the age of self-driving cars. But as the cars change, the roads will have to change with them, and it will likely mean some adjustments, such as different signage and narrower lanes.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘It’s been very difficult for us to fill all our potholes, and now we’re talking about spending money and making investments on new technology.’\u003ccite>Malcolm Dougherty, Caltrans\u003c/cite>\u003c/aside>\n\u003cp>Five years ago, when Governor Jerry Brown appointed \u003ca href=\"https://www.dot.ca.gov/execbios/bio-dougherty.html\">Malcolm Dougherty\u003c/a> to head Caltrans, autonomous cars seemed a lot farther off than they do now. With ridesharing and even car rental companies getting into the game — and more than a dozen regulatory bills before Congress — \u003ca href=\"https://www.theverge.com/2017/7/4/15917180/self-driving-car-congress-bills-waymo-avis\">things are accelerating\u003c/a>. As the car technology races toward him, Dougherty is keeping his eyes on the road.\u003c/p>\n\u003cp>KQED Science Editor Craig Miller spoke with the top man at Caltrans about the future of California’s highways.\u003c/p>\n\u003cp>\u003cstrong>Miller: What are the challenges you face to adapt California’s roads for self-driving cars?\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>Dougherty: Well, some of the challenges are: Where do we start and when do we jump? To date, it’s been very difficult for us to fill all our potholes, and now we’re talking about spending money and making investments on new technology.\u003c/p>\n\u003cp>There’s going to be different technologies and technology is turning over at a very rapid pace. Who goes first? If you’re talking about communications between infrastructure and vehicles, do I put the communication devices out there, first, before the vehicles have them? Do the vehicles start to install the communication devices before I put them out there? Who goes first? And whatever investment I make today is going to be passed up by greater levels of technology in three years, or four years.\u003c/p>\n\u003cfigure id=\"attachment_1914274\" class=\"wp-caption alignleft\" style=\"max-width: 330px\">\u003ca href=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1914274\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter.png\" alt=\"Caltrans director Malcolm Dougherty is on Twitter @MalcolmXdough.\" width=\"330\" height=\"403\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter.png 330w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter-160x195.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter-240x293.png 240w\" sizes=\"(max-width: 330px) 100vw, 330px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrans director Malcolm Dougherty is on Twitter @MalcolmXdough. \u003ccite>(Twitter)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>So we certainly want to jump into the new technology and be innovative, but we also have to be smart with taxpayers’ dollars, and deploy things that are going to be utilized and not get turned over by technology very shortly.\u003c/p>\n\u003cp>\u003cstrong>Miller: What sort of changes are we looking at?\u003c/strong>\u003c/p>\n\u003cp>Dougherty: Well, there’s a lot of opportunities. One thing that we do know is those autonomous vehicles are going to be looking very closely at the infrastructure, because there will be GPS in those vehicles, but they will still need to see their immediate surroundings. Whether or not it’s lane lines, stop bars, different signs, and those types of things, they’re going to have be very visual to a computer or an autonomous vehicle as well as a human-driven car.\u003c/p>\n\u003cp>Can lanes start to get narrower because of autonomous vehicles? It depends. There’s some reasons why lanes could be narrower now with human-driven cars, but depending on your setting, we have to thoughtful about the fact that there’s going to be human-driven cars \u003cem>and\u003c/em> autonomous vehicles before we start making the lanes a lot narrower.\u003c/p>\n\u003cp>We have already taken the steps to update the standard that we use for lane delineation as we call it. But that’s a two-fold purpose: one, to increase the visibility for the human driver, but at the same time, we were looking to the future, knowing that we were going to have autonomous technology emerging and taking that into consideration as we update our standards.\u003c/p>\n\u003cp>\u003cstrong>Miller: And this has already begun?\u003c/strong>\u003c/p>\n\u003cp>Dougherty: The one significant thing we’re going to be doing is increasing the width of those lane lines from four inches to six inches, making them highly visible.\u003c/p>\n\u003cp>\u003cstrong>Miller: These changes will obviously come at a cost and you’ve already said that keeping the potholes filled is a challenge. Do you see this technology leading to more privatization of roads?\u003c/strong>\u003c/p>\n\u003cp>[contextly_sidebar id=”SXfnDbzlsFsOub5cQ7OACTsEiRDYGKtf”]Dougherty: I don’t know about the privatization of the roadways, but there definitely is an opportunity to partner with companies to be able to deploy new technologies. There’s a lot of companies out there that are providing traveler information through private vendors and private apps, right? So there’s a partnership synergy there between us as an owner-operator, and some of those private companies, who are both trying to improve mobility for the end user.\u003c/p>\n\u003cp>We collect a lot of data, we don’t package that data and necessarily market it to the end consumer, but we provide that data to those companies that are doing that. Those companies also have data that they’re sharing with us, so we’re sharing data again for the ultimate benefit of the end user.\u003c/p>\n\u003cp>\u003cstrong>Miller: Some of the ideas being kicked around involve embedding technology into the roadways — like \u003ca href=\"https://ww2.kqed.org/science/2017/07/17/charge-as-you-go-electric-cars-sounds-great-but-do-we-really-need-them/\">wireless charging\u003c/a> of moving cars, or \u003ca href=\"http://spectrum.ieee.org/cars-that-think/transportation/infrastructure/good-vibrations-california-to-test-road-vibrations-as-a-power-source\">piezoelectric roads\u003c/a>, that generate electricity from the pressure of traffic moving over them. Implementing any of these would involve huge sums of money. Where might that come from?\u003c/strong>\u003c/p>\n\u003cp>Dougherty: In some of these experimental ideas that you just talked about, we would be looking to partner with some of those vendors. If you want to show us the value or you want pilot some of that new technology, show us that it works before we can scale it up.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘Getting into your car and having it take you to school to drop your child off and then take you to the supermarket and take you to work without paying attention to the driving — we’re a long ways from that.’\u003ccite>Malcolm Dougherty, Caltrans\u003c/cite>\u003c/aside>\n\u003cp>We may talk about solar roads, and putting down a surface that’s actually collecting electricity — is that going to stand up to the wear and tear that we put on roads here in California with all the truck traffic? I don’t know, but we’ll pilot that in a very isolated area to see what its durability is before we put it on any kind of an interstate like I-80 or I-5. And specifically we’ll be testing that in a roadside rest area, where if it doesn’t perform and it fails, it’s not a high consequence for the state of California or taxpayers.\u003c/p>\n\u003cp>\u003cstrong>Miller: Meanwhile, how fast is the clock ticking, here, for Caltrans?\u003c/strong>\u003c/p>\n\u003cp>Dougherty: Let’s say one-two-three-four-five, years from now, we start to see some version and some level of that technology hitting the street — a vast majority of the other cars are still going to be human-driven cars. You fast forward out to 10-15-20 years, you’re still going to have a mix. So before we start talking about making some significant geometric changes to the highway, we have to take into consideration that there’s still going to be human-driven cars out there.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>I think in some respects, the autonomous technology is going to be sooner than a lot of people think. But getting into your car and having it take you to school to drop your child off and then take you to the supermarket and take you to work without paying attention to the driving — we’re a long ways from that.\u003c/p>\n\n","blocks":[],"excerpt":"Caltrans chief Malcolm Dougherty talks about the roads and highways of the future.","status":"publish","parent":0,"modified":1704928449,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":24,"wordCount":1287},"headData":{"title":"Self-Driving Cars Will Compel Changes on California Roads and Highways | KQED","description":"Caltrans chief Malcolm Dougherty talks about the roads and highways of the future.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Self-Driving Cars Will Compel Changes on California Roads and Highways","datePublished":"2017-08-07T14:30:22.000Z","dateModified":"2024-01-10T23:14:09.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"Engineering","sticky":false,"path":"/science/1914182/with-self-driving-cars-californias-highways-will-need-an-upgrade","audioUrl":"https://www.kqed.org/.stream/anon/radio/science/2017/08/001294fa.mp3","audioDuration":279000,"audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"audio","attributes":{"named":{"src":"https://www.kqed.org/.stream/anon/radio/science/2017/08/001294fa.mp3","program":"KQED Science","title":"Self-Driving Cars Will Compel Changes on California Roads and Highways","image":"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2017/08/RS13989_87856673.jpg","label":""},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>We are moving rapidly down the road toward the age of self-driving cars. But as the cars change, the roads will have to change with them, and it will likely mean some adjustments, such as different signage and narrower lanes.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘It’s been very difficult for us to fill all our potholes, and now we’re talking about spending money and making investments on new technology.’\u003ccite>Malcolm Dougherty, Caltrans\u003c/cite>\u003c/aside>\n\u003cp>Five years ago, when Governor Jerry Brown appointed \u003ca href=\"https://www.dot.ca.gov/execbios/bio-dougherty.html\">Malcolm Dougherty\u003c/a> to head Caltrans, autonomous cars seemed a lot farther off than they do now. With ridesharing and even car rental companies getting into the game — and more than a dozen regulatory bills before Congress — \u003ca href=\"https://www.theverge.com/2017/7/4/15917180/self-driving-car-congress-bills-waymo-avis\">things are accelerating\u003c/a>. As the car technology races toward him, Dougherty is keeping his eyes on the road.\u003c/p>\n\u003cp>KQED Science Editor Craig Miller spoke with the top man at Caltrans about the future of California’s highways.\u003c/p>\n\u003cp>\u003cstrong>Miller: What are the challenges you face to adapt California’s roads for self-driving cars?\u003c/strong>\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>Dougherty: Well, some of the challenges are: Where do we start and when do we jump? To date, it’s been very difficult for us to fill all our potholes, and now we’re talking about spending money and making investments on new technology.\u003c/p>\n\u003cp>There’s going to be different technologies and technology is turning over at a very rapid pace. Who goes first? If you’re talking about communications between infrastructure and vehicles, do I put the communication devices out there, first, before the vehicles have them? Do the vehicles start to install the communication devices before I put them out there? Who goes first? And whatever investment I make today is going to be passed up by greater levels of technology in three years, or four years.\u003c/p>\n\u003cfigure id=\"attachment_1914274\" class=\"wp-caption alignleft\" style=\"max-width: 330px\">\u003ca href=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter.png\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-1914274\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter.png\" alt=\"Caltrans director Malcolm Dougherty is on Twitter @MalcolmXdough.\" width=\"330\" height=\"403\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter.png 330w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter-160x195.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/08/Dougherty_Twitter-240x293.png 240w\" sizes=\"(max-width: 330px) 100vw, 330px\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Caltrans director Malcolm Dougherty is on Twitter @MalcolmXdough. \u003ccite>(Twitter)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>So we certainly want to jump into the new technology and be innovative, but we also have to be smart with taxpayers’ dollars, and deploy things that are going to be utilized and not get turned over by technology very shortly.\u003c/p>\n\u003cp>\u003cstrong>Miller: What sort of changes are we looking at?\u003c/strong>\u003c/p>\n\u003cp>Dougherty: Well, there’s a lot of opportunities. One thing that we do know is those autonomous vehicles are going to be looking very closely at the infrastructure, because there will be GPS in those vehicles, but they will still need to see their immediate surroundings. Whether or not it’s lane lines, stop bars, different signs, and those types of things, they’re going to have be very visual to a computer or an autonomous vehicle as well as a human-driven car.\u003c/p>\n\u003cp>Can lanes start to get narrower because of autonomous vehicles? It depends. There’s some reasons why lanes could be narrower now with human-driven cars, but depending on your setting, we have to thoughtful about the fact that there’s going to be human-driven cars \u003cem>and\u003c/em> autonomous vehicles before we start making the lanes a lot narrower.\u003c/p>\n\u003cp>We have already taken the steps to update the standard that we use for lane delineation as we call it. But that’s a two-fold purpose: one, to increase the visibility for the human driver, but at the same time, we were looking to the future, knowing that we were going to have autonomous technology emerging and taking that into consideration as we update our standards.\u003c/p>\n\u003cp>\u003cstrong>Miller: And this has already begun?\u003c/strong>\u003c/p>\n\u003cp>Dougherty: The one significant thing we’re going to be doing is increasing the width of those lane lines from four inches to six inches, making them highly visible.\u003c/p>\n\u003cp>\u003cstrong>Miller: These changes will obviously come at a cost and you’ve already said that keeping the potholes filled is a challenge. Do you see this technology leading to more privatization of roads?\u003c/strong>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>Dougherty: I don’t know about the privatization of the roadways, but there definitely is an opportunity to partner with companies to be able to deploy new technologies. There’s a lot of companies out there that are providing traveler information through private vendors and private apps, right? So there’s a partnership synergy there between us as an owner-operator, and some of those private companies, who are both trying to improve mobility for the end user.\u003c/p>\n\u003cp>We collect a lot of data, we don’t package that data and necessarily market it to the end consumer, but we provide that data to those companies that are doing that. Those companies also have data that they’re sharing with us, so we’re sharing data again for the ultimate benefit of the end user.\u003c/p>\n\u003cp>\u003cstrong>Miller: Some of the ideas being kicked around involve embedding technology into the roadways — like \u003ca href=\"https://ww2.kqed.org/science/2017/07/17/charge-as-you-go-electric-cars-sounds-great-but-do-we-really-need-them/\">wireless charging\u003c/a> of moving cars, or \u003ca href=\"http://spectrum.ieee.org/cars-that-think/transportation/infrastructure/good-vibrations-california-to-test-road-vibrations-as-a-power-source\">piezoelectric roads\u003c/a>, that generate electricity from the pressure of traffic moving over them. Implementing any of these would involve huge sums of money. Where might that come from?\u003c/strong>\u003c/p>\n\u003cp>Dougherty: In some of these experimental ideas that you just talked about, we would be looking to partner with some of those vendors. If you want to show us the value or you want pilot some of that new technology, show us that it works before we can scale it up.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘Getting into your car and having it take you to school to drop your child off and then take you to the supermarket and take you to work without paying attention to the driving — we’re a long ways from that.’\u003ccite>Malcolm Dougherty, Caltrans\u003c/cite>\u003c/aside>\n\u003cp>We may talk about solar roads, and putting down a surface that’s actually collecting electricity — is that going to stand up to the wear and tear that we put on roads here in California with all the truck traffic? I don’t know, but we’ll pilot that in a very isolated area to see what its durability is before we put it on any kind of an interstate like I-80 or I-5. And specifically we’ll be testing that in a roadside rest area, where if it doesn’t perform and it fails, it’s not a high consequence for the state of California or taxpayers.\u003c/p>\n\u003cp>\u003cstrong>Miller: Meanwhile, how fast is the clock ticking, here, for Caltrans?\u003c/strong>\u003c/p>\n\u003cp>Dougherty: Let’s say one-two-three-four-five, years from now, we start to see some version and some level of that technology hitting the street — a vast majority of the other cars are still going to be human-driven cars. You fast forward out to 10-15-20 years, you’re still going to have a mix. So before we start talking about making some significant geometric changes to the highway, we have to take into consideration that there’s still going to be human-driven cars out there.\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>I think in some respects, the autonomous technology is going to be sooner than a lot of people think. But getting into your car and having it take you to school to drop your child off and then take you to the supermarket and take you to work without paying attention to the driving — we’re a long ways from that.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1914182/with-self-driving-cars-californias-highways-will-need-an-upgrade","authors":["221"],"categories":["science_33","science_89","science_40","science_3423"],"tags":["science_2592","science_134","science_3370","science_450"],"featImg":"science_1914261","label":"source_science_1914182"},"science_11257":{"type":"posts","id":"science_11257","meta":{"index":"posts_1591205157","site":"science","id":"11257","score":null,"sort":[1385152779000]},"guestAuthors":[],"slug":"rolling-out-a-clean-diesel-locomotive","title":"Rolling Out a 'Clean Diesel' Locomotive","publishDate":1385152779,"format":"aside","headTitle":"Rolling Out a ‘Clean Diesel’ Locomotive | KQED","labelTerm":{"site":"science"},"content":"\u003cfigure id=\"attachment_11280\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/11/IMG_4397_web.jpg\" rel=\"attachment wp-att-11280\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11280\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/11/IMG_4397_web.jpg\" alt=\"Richmond Pacific Railroad's clean-diesel switch engine, the first of its kind in the U.S.\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Richmond Pacific Railroad’s clean-diesel switch engine, the first of its kind in the U.S.\u003c/figcaption>\u003c/figure>\n\u003cp>You gotta start somewhere. In this case, it’s the BNSF switchyard in Richmond, where the \u003ca title=\"RPR - main\" href=\"http://www.levinterminal.com/facilities-and-services/rail-services/\">Richmond Pacific Railroad\u003c/a> is testing the nation’s first “Tier 4” switch engine for certification. Tier 4 is a standard set by the federal Environmental Protection Agency for ultra-low emissions.\u003c/p>\n\u003cp>The location couldn’t be more appropriate, since Richmond is an industrial town with a major rail hub, a huge oil refinery and with housing right up against it all, a hotspot for air-quality-related health complaints such as asthma.\u003c/p>\n\u003cp>“Even one locomotive can make a big impact in terms of health,” says Damian Breen, who directs “strategic incentives” for the Bay Area Air Quality Management District. The District provided the railroad with a half-million-dollar grant to roll out and test the new switch engine, a smaller locomotive used to shuffle rail cars around in the yard or move them short distances. Breen says the new switcher will eliminate 6,000 tons of emissions per year.\u003c/p>\n\u003cp>Of course, “clean” is a relative term in the railroad biz. Most locomotives are belching volcanoes of black soot, partly because they’re typically powered by a single, huge diesel engine and spend a lot of their time idling. Instead, the new switcher has a series of smaller engines and generators, optimized by computer controls to call up only as much power as the moment demands.\u003c/p>\n\u003cp>“It’s really a new design concept,” says Steve Sonni, California rep for the locomotive builder, \u003ca title=\"NRE - main\" href=\"http://www.nationalrailway.com/\">NRE\u003c/a>. He says the combination reduces noise, fuel consumption and stack emissions. “You’re talking 30 to 40 percent for sure,” he says, and adds that it could be 90 percent cleaner than many “legacy” locomotives that have been on the rails for 40 years or more. “I can assure you that there’s hundreds and hundreds, if not thousands of old locomotives that were designed and built in the ’50s and ’60s operating all over the United States,” says Sonni, many without any restrictions on emissions.\u003c/p>\n\u003cfigure id=\"attachment_11281\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/11/IMG_4400_web.jpg\" rel=\"attachment wp-att-11281\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11281\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/11/IMG_4400_web.jpg\" alt=\"Jeff...\" width=\"400\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jeff Schwab starts up the new ultra-quiet, low-emissions switch locomotive.\u003c/figcaption>\u003c/figure>\n\u003cp>Nobody seems more enthused about the new switcher than the guy in the cab. For one thing, “It’s really quiet,” says Jeff Schwab, the railroad’s chief mechanic.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“You have a computer monitoring everything, helping the engineer make decisions,” he notes, such as a kind of traction control, where the computer will redistribute power to wheels to avoid wheels slipping, a common occurrence when switchers are hooked up to heavy loads. “It’s just incredible.”\u003c/p>\n\u003cp>Breen says he also expects to see climate benefits from the new engine, as a major component of diesel exhaust is black carbon, which Breen calls “a major forcer of climate.” Based on recent science, state regulators are recommending a stronger focus on black carbon as a greenhouse gas. Breen expects the switcher to save two metric tons of soot each year, reduce carbon dioxide emissions, and use less fuel overall. But with an estimated 550 switch engines operating in California, there would seem to be a long road ahead.\u003c/p>\n\u003cp>“We are looking to see more of these locomotives deployed by the major railroads,” says Breen, though he concedes that it’s up to them to decide whether to adopt the cleaner engines. The new locomotives will become more widely available in 2015. “We have talked to them quite a bit about reducing risk in these communities,” he added. “We know they are willing to work with us.” At a cost upwards of $1 million for a single locomotive, that can be a tough sell.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n","blocks":[],"excerpt":"\"Clean diesel\" cars are now common on the highways. A new locomotive now takes that concept to the rails--with a few other bells and whistles.","status":"publish","parent":0,"modified":1704934648,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":11,"wordCount":662},"headData":{"title":"Rolling Out a 'Clean Diesel' Locomotive | KQED","description":""Clean diesel" cars are now common on the highways. A new locomotive now takes that concept to the rails--with a few other bells and whistles.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Rolling Out a 'Clean Diesel' Locomotive","datePublished":"2013-11-22T20:39:39.000Z","dateModified":"2024-01-11T00:57:28.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"path":"/science/11257/rolling-out-a-clean-diesel-locomotive","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_11280\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/11/IMG_4397_web.jpg\" rel=\"attachment wp-att-11280\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11280\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/11/IMG_4397_web.jpg\" alt=\"Richmond Pacific Railroad's clean-diesel switch engine, the first of its kind in the U.S.\" width=\"640\" height=\"360\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Richmond Pacific Railroad’s clean-diesel switch engine, the first of its kind in the U.S.\u003c/figcaption>\u003c/figure>\n\u003cp>You gotta start somewhere. In this case, it’s the BNSF switchyard in Richmond, where the \u003ca title=\"RPR - main\" href=\"http://www.levinterminal.com/facilities-and-services/rail-services/\">Richmond Pacific Railroad\u003c/a> is testing the nation’s first “Tier 4” switch engine for certification. Tier 4 is a standard set by the federal Environmental Protection Agency for ultra-low emissions.\u003c/p>\n\u003cp>The location couldn’t be more appropriate, since Richmond is an industrial town with a major rail hub, a huge oil refinery and with housing right up against it all, a hotspot for air-quality-related health complaints such as asthma.\u003c/p>\n\u003cp>“Even one locomotive can make a big impact in terms of health,” says Damian Breen, who directs “strategic incentives” for the Bay Area Air Quality Management District. The District provided the railroad with a half-million-dollar grant to roll out and test the new switch engine, a smaller locomotive used to shuffle rail cars around in the yard or move them short distances. Breen says the new switcher will eliminate 6,000 tons of emissions per year.\u003c/p>\n\u003cp>Of course, “clean” is a relative term in the railroad biz. Most locomotives are belching volcanoes of black soot, partly because they’re typically powered by a single, huge diesel engine and spend a lot of their time idling. Instead, the new switcher has a series of smaller engines and generators, optimized by computer controls to call up only as much power as the moment demands.\u003c/p>\n\u003cp>“It’s really a new design concept,” says Steve Sonni, California rep for the locomotive builder, \u003ca title=\"NRE - main\" href=\"http://www.nationalrailway.com/\">NRE\u003c/a>. He says the combination reduces noise, fuel consumption and stack emissions. “You’re talking 30 to 40 percent for sure,” he says, and adds that it could be 90 percent cleaner than many “legacy” locomotives that have been on the rails for 40 years or more. “I can assure you that there’s hundreds and hundreds, if not thousands of old locomotives that were designed and built in the ’50s and ’60s operating all over the United States,” says Sonni, many without any restrictions on emissions.\u003c/p>\n\u003cfigure id=\"attachment_11281\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/11/IMG_4400_web.jpg\" rel=\"attachment wp-att-11281\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-full wp-image-11281\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/11/IMG_4400_web.jpg\" alt=\"Jeff...\" width=\"400\" height=\"300\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">Jeff Schwab starts up the new ultra-quiet, low-emissions switch locomotive.\u003c/figcaption>\u003c/figure>\n\u003cp>Nobody seems more enthused about the new switcher than the guy in the cab. For one thing, “It’s really quiet,” says Jeff Schwab, the railroad’s chief mechanic.\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>“You have a computer monitoring everything, helping the engineer make decisions,” he notes, such as a kind of traction control, where the computer will redistribute power to wheels to avoid wheels slipping, a common occurrence when switchers are hooked up to heavy loads. “It’s just incredible.”\u003c/p>\n\u003cp>Breen says he also expects to see climate benefits from the new engine, as a major component of diesel exhaust is black carbon, which Breen calls “a major forcer of climate.” Based on recent science, state regulators are recommending a stronger focus on black carbon as a greenhouse gas. Breen expects the switcher to save two metric tons of soot each year, reduce carbon dioxide emissions, and use less fuel overall. But with an estimated 550 switch engines operating in California, there would seem to be a long road ahead.\u003c/p>\n\u003cp>“We are looking to see more of these locomotives deployed by the major railroads,” says Breen, though he concedes that it’s up to them to decide whether to adopt the cleaner engines. The new locomotives will become more widely available in 2015. “We have talked to them quite a bit about reducing risk in these communities,” he added. “We know they are willing to work with us.” At a cost upwards of $1 million for a single locomotive, that can be a tough sell.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp> \u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/11257/rolling-out-a-clean-diesel-locomotive","authors":["221"],"categories":["science_31","science_33","science_89","science_35","science_39","science_40"],"tags":["science_524","science_354","science_450"],"featImg":"science_11280","label":"science"},"science_8807":{"type":"posts","id":"science_8807","meta":{"index":"posts_1591205157","site":"science","id":"8807","score":null,"sort":[1379369636000]},"guestAuthors":[],"slug":"bay-area-regulators-will-monitor-pollution-from-highways","title":"Bay Area Regulators Will Monitor Pollution From Highways","publishDate":1379369636,"format":"aside","headTitle":"Bay Area Regulators Will Monitor Pollution From Highways | KQED","labelTerm":{"site":"science"},"content":"\u003cp>\u003cstrong>By Isabel Angell\u003c/strong>\u003c/p>\n\u003cp>Three new monitors to measure vehicle emissions are going up this year at congested traffic corridors in the Bay Area. They’re the result of a new federal law requiring local governments to keep tabs on emissions in heavily trafficked areas. The \u003ca href=\"http://www.baaqmd.gov/\">Bay Area Air Quality Management District\u003c/a> will oversee and manage the monitors, which will cost between $250,000 to $500,000 each.\u003c/p>\n\u003cp>“Populations near roadways are more affected and have higher rates of asthma and other respiratory illnesses,” said Eric Stevenson, the technical director of the Air District. “Because of that we want to gather data near the roadway and determine which compounds might be responsible for those increases in health effects.” Stevenson said regulating those emissions is an important tool for public health policy.\u003c/p>\n\u003cfigure id=\"attachment_8817\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/09/traffic-featured-e1379369463152.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/09/traffic-featured-e1379369463152.jpg\" alt=\"The Bay Area Air Quality Management District will begin monitoring emissions near highways. (Deborah Svoboda/KQED)\" width=\"640\" height=\"360\" class=\"size-full wp-image-8817\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Bay Area Air Quality Management District will begin monitoring emissions near highways. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The federal regulations require three compounds to be monitored: nitrogen oxides, carbon monoxide and small particulates. But the Air District plans to track other emissions, too.\u003c/p>\n\u003cp>“We the Air District have decided that it makes a lot of sense to try and measure as many different types of compounds as possible,” said Stevenson.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>So the district will measure hydrocarbons, ultrafine particles and will conduct an analysis to discover other compounds that may come from emissions.\u003c/p>\n\u003cp>Monitors will be placed at Laney College in Oakland by Interstate 880 and along Interstate 80 in Berkeley, west of Aquatic Park. The third monitor will be in San Jose, south of the interchange between Interstates 280, 680 and Highway 101.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/science/article/Emissions-to-be-monitored-on-major-Bay-Area-roads-4816992.php\">San Francisco Chronicle\u003c/a> has more on the program:\u003c/p>\n\u003cdiv class=\"mceItemEmbedly\">\n\u003cdiv class=\"embedly\">\u003cimg decoding=\"async\" src=\"http://ww2.hdnux.com/photos/23/63/06/5190045/3/200x200.jpg\" class=\"thumb embedly-thumbnail-small\">\u003ca class=\"embedly-title\" href=\"http://www.sfgate.com/science/article/Emissions-to-be-monitored-on-major-Bay-Area-roads-4816992.php\">Emissions to be monitored on major Bay Area roads\u003c/a>Right now, the Bay Area Air Quality Management District has a system of more than 30 monitors throughout the nine Bay Area counties to measure air pollution in general areas, but none is located close to a busy traffic corridor. As a result, environmentalists say, the system overlooks the risks to people who, like tens of millions of Americans, live within 300 feet of major roads.\n\u003cdiv class=\"embedly-clear\">\u003c/div>\n\u003cp>\u003cspan class=\"embedly-powered\" style=\"float:right\">\u003ca target=\"_blank\" href=\"http://embed.ly?src=anywhere\" title=\"Powered by Embedly\" rel=\"noopener\">\u003cimg decoding=\"async\" src=\"//static.embed.ly/images/logos/embedly-powered-small-light.png\" alt=\"Embedly Powered\">\u003c/a>\u003c/span>\u003c/p>\n\u003cdiv class=\"media-attribution\">\u003cspan>via \u003c/span>\u003ca href=\"http://www.sfgate.com\" class=\"media-attribution-link\" target=\"_blank\" rel=\"noopener\">Sfgate\u003c/a>\u003c/div>\n\u003cdiv class=\"embedly-clear\">\u003c/div>\n\u003c/div>\n\u003c/div>\n\n","blocks":[],"excerpt":"Three new monitors to measure vehicle emissions are going up this year at congested traffic corridors in the Bay Area. ","status":"publish","parent":0,"modified":1704935038,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":11,"wordCount":356},"headData":{"title":"Bay Area Regulators Will Monitor Pollution From Highways | KQED","description":"Three new monitors to measure vehicle emissions are going up this year at congested traffic corridors in the Bay Area. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Bay Area Regulators Will Monitor Pollution From Highways","datePublished":"2013-09-16T22:13:56.000Z","dateModified":"2024-01-11T01:03:58.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"path":"/science/8807/bay-area-regulators-will-monitor-pollution-from-highways","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cstrong>By Isabel Angell\u003c/strong>\u003c/p>\n\u003cp>Three new monitors to measure vehicle emissions are going up this year at congested traffic corridors in the Bay Area. They’re the result of a new federal law requiring local governments to keep tabs on emissions in heavily trafficked areas. The \u003ca href=\"http://www.baaqmd.gov/\">Bay Area Air Quality Management District\u003c/a> will oversee and manage the monitors, which will cost between $250,000 to $500,000 each.\u003c/p>\n\u003cp>“Populations near roadways are more affected and have higher rates of asthma and other respiratory illnesses,” said Eric Stevenson, the technical director of the Air District. “Because of that we want to gather data near the roadway and determine which compounds might be responsible for those increases in health effects.” Stevenson said regulating those emissions is an important tool for public health policy.\u003c/p>\n\u003cfigure id=\"attachment_8817\" class=\"wp-caption aligncenter\" style=\"max-width: 640px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/09/traffic-featured-e1379369463152.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/09/traffic-featured-e1379369463152.jpg\" alt=\"The Bay Area Air Quality Management District will begin monitoring emissions near highways. (Deborah Svoboda/KQED)\" width=\"640\" height=\"360\" class=\"size-full wp-image-8817\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The Bay Area Air Quality Management District will begin monitoring emissions near highways. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The federal regulations require three compounds to be monitored: nitrogen oxides, carbon monoxide and small particulates. But the Air District plans to track other emissions, too.\u003c/p>\n\u003cp>“We the Air District have decided that it makes a lot of sense to try and measure as many different types of compounds as possible,” said Stevenson.\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>So the district will measure hydrocarbons, ultrafine particles and will conduct an analysis to discover other compounds that may come from emissions.\u003c/p>\n\u003cp>Monitors will be placed at Laney College in Oakland by Interstate 880 and along Interstate 80 in Berkeley, west of Aquatic Park. The third monitor will be in San Jose, south of the interchange between Interstates 280, 680 and Highway 101.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The \u003ca href=\"http://www.sfgate.com/science/article/Emissions-to-be-monitored-on-major-Bay-Area-roads-4816992.php\">San Francisco Chronicle\u003c/a> has more on the program:\u003c/p>\n\u003cdiv class=\"mceItemEmbedly\">\n\u003cdiv class=\"embedly\">\u003cimg decoding=\"async\" src=\"http://ww2.hdnux.com/photos/23/63/06/5190045/3/200x200.jpg\" class=\"thumb embedly-thumbnail-small\">\u003ca class=\"embedly-title\" href=\"http://www.sfgate.com/science/article/Emissions-to-be-monitored-on-major-Bay-Area-roads-4816992.php\">Emissions to be monitored on major Bay Area roads\u003c/a>Right now, the Bay Area Air Quality Management District has a system of more than 30 monitors throughout the nine Bay Area counties to measure air pollution in general areas, but none is located close to a busy traffic corridor. As a result, environmentalists say, the system overlooks the risks to people who, like tens of millions of Americans, live within 300 feet of major roads.\n\u003cdiv class=\"embedly-clear\">\u003c/div>\n\u003cp>\u003cspan class=\"embedly-powered\" style=\"float:right\">\u003ca target=\"_blank\" href=\"http://embed.ly?src=anywhere\" title=\"Powered by Embedly\" rel=\"noopener\">\u003cimg decoding=\"async\" src=\"//static.embed.ly/images/logos/embedly-powered-small-light.png\" alt=\"Embedly Powered\">\u003c/a>\u003c/span>\u003c/p>\n\u003cdiv class=\"media-attribution\">\u003cspan>via \u003c/span>\u003ca href=\"http://www.sfgate.com\" class=\"media-attribution-link\" target=\"_blank\" rel=\"noopener\">Sfgate\u003c/a>\u003c/div>\n\u003cdiv class=\"embedly-clear\">\u003c/div>\n\u003c/div>\n\u003c/div>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/8807/bay-area-regulators-will-monitor-pollution-from-highways","authors":["6387"],"categories":["science_39","science_40"],"tags":["science_704","science_354","science_450"],"label":"science"},"science_5703":{"type":"posts","id":"science_5703","meta":{"index":"posts_1591205157","site":"science","id":"5703","score":null,"sort":[1374176646000]},"guestAuthors":[],"slug":"sweeping-plan-would-limit-sprawl-in-bay-area-communities","title":"Sweeping Plan Would Limit Sprawl in Bay Area Communities","publishDate":1374176646,"format":"aside","headTitle":"Sweeping Plan Would Limit Sprawl in Bay Area Communities | KQED","labelTerm":{"site":"science"},"content":"\u003cp>\u003cem>\u003cstrong>UPDATE: \u003c/strong>Plan Bay Area was approved just after midnight Friday morning by the Metropolitan Transportation Commission and the Association of Bay Area Governments. \u003c/em>\u003c/p>\n\u003cp>Regional planners are voting on a new land use plan for the Bay Area on Thursday evening. \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area.html\">Plan Bay Area\u003c/a>, as it’s known, is designed to cut greenhouse gas emissions 15 percent per capita over the next 20 years by \u003ca href=\"http://ww2.kqed.org/news/2013/04/29/95579/\">focusing development in zones\u003c/a> close to downtown areas and transit hubs.\u003c/p>\n\u003cfigure id=\"attachment_5714\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/07/traffic-16x9-e1374175950106.jpg\" alt=\"The plan aims to cut down on traffic by improving options for taking transit or walking. (Deborah Svoboda/KQED)\" width=\"640\" height=\"360\" class=\"size-full wp-image-5714\">\u003cfigcaption class=\"wp-caption-text\">The plan aims to cut down on traffic by improving options for taking transit or walking. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The plan has faced opposition from several regional community groups, who object to some of the proposed growth zones, called “Priority Development Areas.”\u003c/p>\n\u003cp>“Most people still want a single family home,” says Susan Kirsch of Citizen Marin, a Marin County group. “Many of us believe we don’t need to go to the four, five and six story building with the level of density that they’re proposing.”\u003c/p>\n\u003cp>County and city governments would retain control over land use decisions, but jurisdictions that adopt the plan’s goals would receive prioritized funding through the One Bay Area grant program. It provides $14 billion over the next several decades for transportation projects.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“It really sets a broad tone for where do we want our region to head,” says Stephanie Reyes of the Greenbelt Alliance. “Plan Bay Area makes a very bold statement that the Bay Area is done with sprawl.”\u003c/p>\n\u003cp>\u003cstrong>Priority Development Areas under Plan Bay Area:\u003c/strong>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://www.google.com/fusiontables/embedviz?viz=MAP&q=select+col11+from+1SpdnZntbc_gMzJoNe96Qwv6pnw6AntwWT0PEAZ8&h=false&lat=37.80686032250714&lng=-122.0846837548828&z=9&t=1&l=col11&y=2&tmplt=2\" frameborder=\"no\" scrolling=\"no\" width=\"600\" height=\"500\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The plan is the result of SB 375, a bill passed in 2008 requiring regional agencies to help meet California’s climate change goals through land use and transit planning. The Bay Area is expected to grow by 2 million people by 2040 and even under the plan, \u003ca href=\"http://ww2.kqed.org/news/2013/07/16/103764/\">greenhouse gas emissions are expected to rise\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Metropolitan Transpiration Commission and the Association of Bay Area Governments will \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area/meetings-events/Public-Workshops-Public-Hearings.html?l2=meet_events&byid=10131\">vote on the plan Thursday night at 6:30pm\u003c/a>.\u003c/p>\n\n","blocks":[],"excerpt":"Regional planners have approved a new land use plan for the Bay Area. Plan Bay Area, as it’s known, is designed to cut greenhouse gas emissions 15 percent per capita over the next 20 years by focusing development in zones close to downtown areas and transit hubs.","status":"publish","parent":0,"modified":1704935465,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":true,"iframeSrcs":["https://www.google.com/fusiontables/embedviz"],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":12,"wordCount":342},"headData":{"title":"Sweeping Plan Would Limit Sprawl in Bay Area Communities | KQED","description":"Regional planners have approved a new land use plan for the Bay Area. Plan Bay Area, as it’s known, is designed to cut greenhouse gas emissions 15 percent per capita over the next 20 years by focusing development in zones close to downtown areas and transit hubs.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Sweeping Plan Would Limit Sprawl in Bay Area Communities","datePublished":"2013-07-18T19:44:06.000Z","dateModified":"2024-01-11T01:11:05.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"path":"/science/5703/sweeping-plan-would-limit-sprawl-in-bay-area-communities","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>\u003cem>\u003cstrong>UPDATE: \u003c/strong>Plan Bay Area was approved just after midnight Friday morning by the Metropolitan Transportation Commission and the Association of Bay Area Governments. \u003c/em>\u003c/p>\n\u003cp>Regional planners are voting on a new land use plan for the Bay Area on Thursday evening. \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area.html\">Plan Bay Area\u003c/a>, as it’s known, is designed to cut greenhouse gas emissions 15 percent per capita over the next 20 years by \u003ca href=\"http://ww2.kqed.org/news/2013/04/29/95579/\">focusing development in zones\u003c/a> close to downtown areas and transit hubs.\u003c/p>\n\u003cfigure id=\"attachment_5714\" class=\"wp-caption alignright\" style=\"max-width: 640px\">\u003cimg loading=\"lazy\" decoding=\"async\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2013/07/traffic-16x9-e1374175950106.jpg\" alt=\"The plan aims to cut down on traffic by improving options for taking transit or walking. (Deborah Svoboda/KQED)\" width=\"640\" height=\"360\" class=\"size-full wp-image-5714\">\u003cfigcaption class=\"wp-caption-text\">The plan aims to cut down on traffic by improving options for taking transit or walking. (Deborah Svoboda/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The plan has faced opposition from several regional community groups, who object to some of the proposed growth zones, called “Priority Development Areas.”\u003c/p>\n\u003cp>“Most people still want a single family home,” says Susan Kirsch of Citizen Marin, a Marin County group. “Many of us believe we don’t need to go to the four, five and six story building with the level of density that they’re proposing.”\u003c/p>\n\u003cp>County and city governments would retain control over land use decisions, but jurisdictions that adopt the plan’s goals would receive prioritized funding through the One Bay Area grant program. It provides $14 billion over the next several decades for transportation projects.\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>“It really sets a broad tone for where do we want our region to head,” says Stephanie Reyes of the Greenbelt Alliance. “Plan Bay Area makes a very bold statement that the Bay Area is done with sprawl.”\u003c/p>\n\u003cp>\u003cstrong>Priority Development Areas under Plan Bay Area:\u003c/strong>\u003c/p>\n\u003cp>\u003c!-- iframe plugin v.4.3 wordpress.org/plugins/iframe/ -->\u003cbr>\n\u003ciframe loading=\"lazy\" src=\"https://www.google.com/fusiontables/embedviz?viz=MAP&q=select+col11+from+1SpdnZntbc_gMzJoNe96Qwv6pnw6AntwWT0PEAZ8&h=false&lat=37.80686032250714&lng=-122.0846837548828&z=9&t=1&l=col11&y=2&tmplt=2\" frameborder=\"no\" scrolling=\"no\" width=\"600\" height=\"500\" class=\"iframe-class\">\u003c/iframe>\u003c/p>\n\u003cp>The plan is the result of SB 375, a bill passed in 2008 requiring regional agencies to help meet California’s climate change goals through land use and transit planning. The Bay Area is expected to grow by 2 million people by 2040 and even under the plan, \u003ca href=\"http://ww2.kqed.org/news/2013/07/16/103764/\">greenhouse gas emissions are expected to rise\u003c/a>.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>The Metropolitan Transpiration Commission and the Association of Bay Area Governments will \u003ca href=\"http://onebayarea.org/regional-initiatives/plan-bay-area/meetings-events/Public-Workshops-Public-Hearings.html?l2=meet_events&byid=10131\">vote on the plan Thursday night at 6:30pm\u003c/a>.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/5703/sweeping-plan-would-limit-sprawl-in-bay-area-communities","authors":["239"],"categories":["science_35","science_40"],"tags":["science_182","science_452","science_450"],"featImg":"science_5714","label":"science"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. 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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. 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