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FM","link":"/"}},"science_1927121":{"type":"posts","id":"science_1927121","meta":{"index":"posts_1591205157","site":"science","id":"1927121","score":null,"sort":[1531241285000]},"guestAuthors":[],"slug":"appeals-court-backs-10b-volkswagen-emissions-cheating-deal","title":"Appeals Court Backs $10B Volkswagen Emissions Cheating Deal","publishDate":1531241285,"format":"standard","headTitle":"Appeals Court Backs $10B Volkswagen Emissions Cheating Deal | KQED","labelTerm":{},"content":"\u003cp>A U.S. appeals court on Monday approved a $10 billion settlement between Volkswagen and car owners caught up in the company’s emissions cheating scandal.\u003c/p>\n\u003cp>The deal delivered “tangible, substantial benefits” and the federal judge who approved it did more than enough to ensure it was fair, a three-judge panel of the 9th U.S. Circuit Court of Appeals ruled unanimously.\u003c/p>\n\u003cp>The German automaker agreed to spend up to $10 billion compensating owners of roughly 475,000 Volkswagens and Audi vehicles with 2-liter diesel engines — the bulk of the vehicles caught up in the scandal.\u003c/p>\n\u003carticle id=\"contentArea\" class=\" \">\n\u003cdiv class=\"articleBody\">\n\u003cp>Volkswagen acknowledged that the cars were programmed to cheat on emissions tests. Under the terms of the deal, the automaker agreed to either buy back the cars or fix them and to pay each owner thousands of dollars in additional compensation.\u003c/p>\n\u003cp>U.S. District Judge Charles Breyer in San Francisco approved that deal in 2016 as part of a $15 billion settlement that also included $2.7 billion for unspecified environmental mitigation and an additional $2 billion to promote zero-emissions vehicles.\u003c/p>\n\u003cp>The 9th Circuit ruling Monday considered several objections, including returning to Volkswagen any of the $10 billion that is not paid out.\u003c/p>\n\u003cp>About 90 percent of affected vehicles have already been removed from the road or modified, Elizabeth Cabraser, lead attorney for Volkswagen owners and leaseholders, said in a statement Monday.\u003c/p>\n\u003cp>“We are pleased with the court’s decision, which acknowledges the widespread support this historic settlement has received from affected Volkswagen owners and lessees and the substantial benefits available to class members,” she said.\u003c/p>\n\u003cp>Volkswagen has acknowledged that more than 550,000 vehicles in the U.S. were programmed to turn on emissions controls during government lab tests and turn them off while on the road. Investigators found that the cars emitted more than 40 times the legal limit of nitrogen oxide, which can cause respiratory problems.\u003c/p>\n\u003c/div>\n\u003c/article>\n\u003cdiv id=\"taboolaContainer\" class=\"taboolaContainer\">\n\u003cdiv id=\"taboola-below-article-text-links\">\u003c/div>\n\u003cdiv id=\"taboola-below-article-thumbnails-2nd\" class=\" trc_related_container trc_spotlight_widget trc_elastic trc_elastic_trc_90071 \">\n\u003cdiv class=\"trc_rbox_container\">\n\u003cdiv>\n\u003cdiv id=\"trc_wrapper_90071\" class=\"trc_rbox organic-thumbnails-a trc-content-organic \">\n\u003cdiv id=\"trc_header_90071\" class=\"trc_rbox_header trc_rbox_border_elm\">\n\u003cdiv class=\"trc_header_ext\">\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","blocks":[],"excerpt":"Volkswagen acknowledged that the cars were programmed to cheat on emissions tests. Under the terms of the deal, the automaker agreed to either buy back the cars or fix them. ","status":"publish","parent":0,"modified":1704927714,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":11,"wordCount":327},"headData":{"title":"Appeals Court Backs $10B Volkswagen Emissions Cheating Deal | KQED","description":"Volkswagen acknowledged that the cars were programmed to cheat on emissions tests. Under the terms of the deal, the automaker agreed to either buy back the cars or fix them. ","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Appeals Court Backs $10B Volkswagen Emissions Cheating Deal","datePublished":"2018-07-10T16:48:05.000Z","dateModified":"2024-01-10T23:01:54.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"Environment","sticky":false,"nprByline":"The Associated Press","path":"/science/1927121/appeals-court-backs-10b-volkswagen-emissions-cheating-deal","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>A U.S. appeals court on Monday approved a $10 billion settlement between Volkswagen and car owners caught up in the company’s emissions cheating scandal.\u003c/p>\n\u003cp>The deal delivered “tangible, substantial benefits” and the federal judge who approved it did more than enough to ensure it was fair, a three-judge panel of the 9th U.S. Circuit Court of Appeals ruled unanimously.\u003c/p>\n\u003cp>The German automaker agreed to spend up to $10 billion compensating owners of roughly 475,000 Volkswagens and Audi vehicles with 2-liter diesel engines — the bulk of the vehicles caught up in the scandal.\u003c/p>\n\u003carticle id=\"contentArea\" class=\" \">\n\u003cdiv class=\"articleBody\">\n\u003cp>Volkswagen acknowledged that the cars were programmed to cheat on emissions tests. Under the terms of the deal, the automaker agreed to either buy back the cars or fix them and to pay each owner thousands of dollars in additional compensation.\u003c/p>\n\u003cp>U.S. District Judge Charles Breyer in San Francisco approved that deal in 2016 as part of a $15 billion settlement that also included $2.7 billion for unspecified environmental mitigation and an additional $2 billion to promote zero-emissions vehicles.\u003c/p>\n\u003cp>The 9th Circuit ruling Monday considered several objections, including returning to Volkswagen any of the $10 billion that is not paid out.\u003c/p>\n\u003cp>About 90 percent of affected vehicles have already been removed from the road or modified, Elizabeth Cabraser, lead attorney for Volkswagen owners and leaseholders, said in a statement Monday.\u003c/p>\n\u003cp>“We are pleased with the court’s decision, which acknowledges the widespread support this historic settlement has received from affected Volkswagen owners and lessees and the substantial benefits available to class members,” she said.\u003c/p>\n\u003cp>Volkswagen has acknowledged that more than 550,000 vehicles in the U.S. were programmed to turn on emissions controls during government lab tests and turn them off while on the road. Investigators found that the cars emitted more than 40 times the legal limit of nitrogen oxide, which can cause respiratory problems.\u003c/p>\n\u003c/div>\n\u003c/article>\n\u003cdiv id=\"taboolaContainer\" class=\"taboolaContainer\">\n\u003cdiv id=\"taboola-below-article-text-links\">\u003c/div>\n\u003cdiv id=\"taboola-below-article-thumbnails-2nd\" class=\" trc_related_container trc_spotlight_widget trc_elastic trc_elastic_trc_90071 \">\n\u003cdiv class=\"trc_rbox_container\">\n\u003cdiv>\n\u003cdiv id=\"trc_wrapper_90071\" class=\"trc_rbox organic-thumbnails-a trc-content-organic \">\n\u003cdiv id=\"trc_header_90071\" class=\"trc_rbox_header trc_rbox_border_elm\">\n\u003cdiv class=\"trc_header_ext\">\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003c/div>\n\u003c/div>\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>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1927121/appeals-court-backs-10b-volkswagen-emissions-cheating-deal","authors":["byline_science_1927121"],"categories":["science_31","science_89","science_35","science_40"],"tags":["science_704","science_354","science_192"],"featImg":"science_1918211","label":"source_science_1927121"},"science_1918785":{"type":"posts","id":"science_1918785","meta":{"index":"posts_1591205157","site":"science","id":"1918785","score":null,"sort":[1515711703000]},"guestAuthors":[],"slug":"californias-climate-fight-will-get-harder-soon-thanks-to-cars","title":"California's Climate Fight Will Get Harder Soon Thanks to Cars","publishDate":1515711703,"format":"image","headTitle":"California’s Climate Fight Will Get Harder Soon Thanks to Cars | KQED","labelTerm":{"site":"science"},"content":"\u003cp>By most measures, California has earned the right to brag about how much it has cleaned up its environmental act. The air in much of smog-shrouded Southern California has been scrubbed. A passenger car for sale here today is 99 percent cleaner than one on offer in the early 1970s. The fossil fuels required to power the state’s economic engine have decreased by a third since their peak in 2001, while economic activity has expanded in that time by an equal measure.\u003c/p>\n\u003cp>[contextly_sidebar id=”5oAxK6iSOR71npFeALWQZ2OeGnCZXYA1″]In addition, California’s response to climate change is a one-of-a-kind hybrid, knitting together market-based programs such as the cap-and-trade system for reducing carbon dioxide and other harmful emissions; strict regulations to promote energy efficiency in buildings; and generous financial incentives for “green” projects, drawn from more than $6 billion in carbon-trading proceeds.\u003c/p>\n\u003cp>It’s working. California is poised to meet its goal to reduce greenhouse gases 33 percent, to 1990 levels, by the year 2020. Its targets for use of more renewable energy by that date are, in some cases, already exceeded.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘There’s no question that transportation is a critical piece, maybe thecritical piece, in solving our energy problems.’\u003ccite>Sean Hecht, UCLA’s Emmett Institute on Climate Change and the Environment\u003c/cite>\u003c/aside>\n\u003cp>So take a bow, California; you’ve done the easy stuff. But hold on tight for what comes next. The state’s overarching plan was intended to ease industry and consumers into a carbon-free future bit by bit; ten years in, the training wheels are off.\u003c/p>\n\u003cp>Emissions-reduction must hit 40 percent by 2030 and twice that by 2050. In 12 years, half the state’s energy must come from renewable sources such as wind and sun. California’s 14 million buildings must operate twice as efficiently, and the number of electric cars on the road will have to multiply more than 10 times. Failure would likely mean more extreme measures in later years and, many experts say, could affect public health.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>The scope of the state’s approach is all-encompassing. By law or executive order, every state agency must consider climate change when making any planning decision. Developers must take into account how far motorists travel to reach a destination, forests will be managed so that trees store more carbon dioxide and highway builders have to calculate the possibility that rising seas might inundate the roads.\u003c/p>\n\u003cp>The near term looks good. But for the 2030 goals and beyond, normally upbeat officials are guarded.\u003c/p>\n\u003cp>“Getting a 40 percent reduction [by] 2030 is no small thing. There will be lots of challenges,” said Ken Alex, director of the state Office of Planning and Research, who sees the entire field when it comes to emissions reductions. “Sometimes I’m optimistic, sometimes I’m pessimistic. I’m pessimistic about the political will it takes to get there.”\u003c/p>\n\u003cp>The most difficult work begins with California’s single most polluting sector: transportation, which accounts for nearly half the state’s greenhouse-gas emissions.\u003c/p>\n\u003cp>Mary Nichols, who chairs the California Air Resources Board, acknowledged that squeezing emissions from transportation will be the most difficult lift of all the 2030 standards, saying the gains require no less than a “deep transformation.”\u003c/p>\n\u003cp>That will include cutting gasoline use in half, reducing the miles that car-centric Californians drive, dramatically ramping up the adoption of electric vehicles and building a network of readily available charging stations.“There’s no question that transportation is a critical piece, maybe the critical piece, in solving our energy problems,” said Sean Hecht, co-executive director of UCLA’s Emmett Institute on Climate Change and the Environment.\u003c/p>\n\u003cp>One reason it’s difficult is that transportation emissions are produced largely outside the clutches of state regulation: think airplanes, trains, and ships. Another is sluggish technological change for heavy-duty and medium-duty trucks, buses and shuttles, although adoption of all-electric municipal buses is growing as costs come down.Cities and regions are charting their own paths, going green to save green: The Los Angeles-area Metropolitan Transportation Agency has a goal of operating an emissions-free bus fleet by 2030.\u003c/p>\n\u003cp>Although California has decreed that auto manufacturers sell a percentage of zero-emission vehicles, there is no mandate that drivers purchase the pricey cars. Regulators and legislators have been reluctant to force consumers to buy them, as they have with TVs, heavy appliances and other products.\u003c/p>\n\u003cp>That would change with legislation proposed by Assemblyman Phil Ting, a Democrat from San Francisco. Ting’s bill would ban the sale of gasoline-powered cars in California by 2040, mirroring bans proposed by some European countries. The idea went nowhere when Ting proposed it last year, and its prospects now are unclear.\u003c/p>\n\u003cp>While gas-sipping hybrids such as the Prius are nearly ubiquitous and certainly helpful, only true zero-emission vehicles can bring about the scale of change the state’s goals require, experts say.\u003c/p>\n\u003cp>“There’s no way to get there without significant reduction in passenger-vehicle emissions,” said Ting, who drives an electric car. He said that more access to charging stations would be transformational.\u003c/p>\n\u003cfigure id=\"attachment_1918790\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1918790\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/01/grafic-png-800x1035.png\" alt=\"Infographic\" width=\"800\" height=\"1035\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-800x1035.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-160x207.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-768x994.png 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-1020x1320.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-1180x1527.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-960x1242.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-240x311.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-375x485.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-520x673.png 520w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png.png 1275w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The California Air Resources Board recently issued this plan for how the state should reduce greenhouse gases beyond 2020. \u003ccite>(Graphic by California Air Resources Board.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“People talk about the lack of infrastructure, yet there’s electricity everywhere they park their car, unless they are in the forest,” he said. “People park their car much nearer to electricity than they do to gasoline. In transportation they talk about ‘the last mile.’ Here we have the ‘last foot’ issue. We just need the extension cord for the last foot.”\u003c/p>\n\u003cp>Much of that work falls to the California Energy Commission, which has tied together charging stations that trace a north-south, mainly coastal path. The easier task of attracting electric car buyers in Southern California and the Bay Area has been accomplished. The challenge now is engaging inland drivers, in places such as Bakersfield, Fresno and Redding.\u003c/p>\n\u003cp>John Kato, deputy director of the commission’s Fuels and Transportation Division, agreed that the new benchmarks are “challenging, but we believe the private sector will take up the baton,” with automakers producing a wider variety of vehicles, across a broad price range, appealing to more buyers.\u003c/p>\n\u003cp>An unexpected private-sector benefit comes from Volkswagen, which settled an emissions-cheating case by agreeing to spend more than $800 million building charging stations (from which the company will also profit) throughout the state.\u003c/p>\n\u003cp>National trends are cause for optimism, said Paul Cort, an attorney with the environmental group Earthjustice. “There is an acceleration in acceptance and uptake among car buyers,” he said. “It took us 10 years to get to the first million electric vehicles; the second million was achieved in two years; the third million will be on the road in one year.”\u003c/p>\n\u003cp>One success story has been the state utilities’ swift integration of renewable energy into the state electric grid, partly because of a dramatic decline in the cost of solar energy. Emissions from power generated in the state fell by more than 19 percent last year, partly due to the ramping up of hydroelectric power with last year’s heavy rains. The Public Utilities Commission that regulates energy companies reports that they have met or will soon meet the 2020 targets.\u003c/p>\n\u003cp>State Sen. Kevin de León, a Democrat from Los Angeles who is currently running to unseat Democratic U.S. Sen. Dianne Feinstein, recently set an even higher bar, proposing 100 percent renewable energy throughout the state by 2045.\u003c/p>\n\u003cp>It will be more difficult to find further savings from existing energy-efficiency programs, long a bulwark of California’s carbon-reduction efforts. The state is phasing out incandescent light bulbs and the building codes for new construction continue to mandate efficiency. But still to be tackled is the thorny problem of retrofitting millions of old and outdated homes and businesses.\u003c/p>\n\u003cp>At least one analysis calculates that natural gas used in hot water heaters and to warm residential and commercial buildings is causing nearly the same emissions as the state’s power plants. Converting gas-fired buildings to fully electric is daunting, and hugely expensive.\u003c/p>\n\u003cp>[contextly_sidebar id=”kvHQJnLDSQDCWe2YwsvNKBOtFbjnN6yk”]With so many reductions required, the Air Resource Board’s post-2020 strategy is one element—a critical one—of the state’s multiagency approach to climate change. That strategy elevates the cap-and-trade system, in which companies can pay to pollute by buying credits, to a much more significant role. Cap and trade limits emissions on 80 percent of California’s polluters.\u003c/p>\n\u003cp>The California Air Resources Board recently issued this plan for how the state should reduce greenhouse gases beyond 2020. Graphic by California Air Resources Board.\u003c/p>\n\u003cp>The agency has never precisely quantified cap and trade’s contribution to greenhouse-gas reduction. Officials projected it at 17-20 percent in a planning document in 2008—a year before the program launched—but are unable to say if those assumptions have been borne out. The board has not conducted the complicated analysis required to determine the program’s actual role in cutting emissions.\u003c/p>\n\u003cp>Nonetheless, last month it adopted a plan to reach post-2020 objectives that ups the ante: It forecasts that cap and trade, which lawmakers recently extended to 2030, will be responsible for nearly 40 percent of California’s emissions reductions by that time, a figure disputed by some as unrealistic.\u003c/p>\n\u003cp>Some critics of the program say another factor could cause the state to miss its 2030 emissions targets: the banking system that allows individual companies to hold tens of millions of carbon credits in reserve.\u003c/p>\n\u003cp>According to separate analyses by the nonpartisan Legislative Analyst’s Office and independent economists, refineries, cement plants and other major polluters could produce emissions in the next decade that are well above the state’s ever-tightening limits and use their banked credits, purchased cheaply, to offset their excess.\u003c/p>\n\u003cp>Chris Busch, an economist and research director at the think tank Energy Innovation, said his analysis showed that because of the oversupply of allowances the “effectiveness of the program could be compromised.”\u003c/p>\n\u003cp>Ross Brown, who analyzes cap and trade for the LAO, said in an interview that there’s a “decent to good chance” that banked credits could vault emissions to more than 30 percent over legal limits in 2030.\u003c/p>\n\u003cp>The issue has the attention of the state Legislature, which has directed the air board to investigate. So far, the agency has shrugged off the concerns.\u003c/p>\n\u003cp>Rajinder Sahota, who oversees the cap-and-trade program for the air board, said that although the analyses may be correct in that emissions may exceed the cap in any given year, the agency is confident that the cumulative emissions between 2021 and 2030 will fall and California will meet its goals.\u003c/p>\n\u003cp>“We expect to see fluctuations over time,” she said. “There are a number of factors that account for emissions in any given year—the economy, business decisions. In a perfect world, you’d like to see a decline over time. But it doesn’t always work that way.”\u003c/p>\n\u003cp>Sahota said the analyses of banked credits are a “paper exercise.”\u003c/p>\n\u003cp>“Most of the allowances in the program are still in the ARB’s account,” she said. The LAO’s calculations would require a company to spend hundreds of millions of dollars for credits now on a bet that the price will rise as emissions limits get stricter, she said.\u003c/p>\n\u003cp>“The data show that is not happening,” Sahota said.\u003c/p>\n\u003cp>Nevertheless, she and air board chairwoman Nichols said the plan is open to revisions.\u003c/p>\n\u003cp>Gov. Jerry Brown’s personal investment in California’s climate-change policies has been a force multiplier, spurring the myriad state agencies to adopt, and state industries to adapt to, the prospect of a carbon-less future. But Brown is in his final year in office, and the Legislature’s to-do list is crowded with other enormous issues, such as poverty and housing.\u003c/p>\n\u003cp>Whether lawmakers will continue to invest in programs that, to some, don’t seem to immediately improve the lives of Californians, is an open question.\u003c/p>\n\u003cp>One critic is state Sen. John Moorlach, a Republican from Costa Mesa who is also an accountant.\u003c/p>\n\u003cp>“I come from a world where you measure things so you can manage it,” the senator said. “It’s a matter of priorities. Sacramento is pumping itself on the chest, thinking it is going save the world. I’m not convinced this is the right use of our resources.”\u003c/p>\n\u003cp>Such doubts could present hurdles as the global-warming clock winds down.\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>“We are running out of time. That’s clear,” said Ken Alex. “To me, it’s about political will and scale. We feel confident that it’s doable. But do we have the political will to get there?”\u003c/p>\n\n","blocks":[],"excerpt":"Normally upbeat officials are guarded about the prospects for success.","status":"publish","parent":0,"modified":1704928235,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":48,"wordCount":2275},"headData":{"title":"California's Climate Fight Will Get Harder Soon Thanks to Cars | KQED","description":"Normally upbeat officials are guarded about the prospects for success.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"California's Climate Fight Will Get Harder Soon Thanks to Cars","datePublished":"2018-01-11T23:01:43.000Z","dateModified":"2024-01-10T23:10:35.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"nprByline":"Julie Cart\u003c/br>CalMatters","path":"/science/1918785/californias-climate-fight-will-get-harder-soon-thanks-to-cars","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>By most measures, California has earned the right to brag about how much it has cleaned up its environmental act. The air in much of smog-shrouded Southern California has been scrubbed. A passenger car for sale here today is 99 percent cleaner than one on offer in the early 1970s. The fossil fuels required to power the state’s economic engine have decreased by a third since their peak in 2001, while economic activity has expanded in that time by an equal measure.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>In addition, California’s response to climate change is a one-of-a-kind hybrid, knitting together market-based programs such as the cap-and-trade system for reducing carbon dioxide and other harmful emissions; strict regulations to promote energy efficiency in buildings; and generous financial incentives for “green” projects, drawn from more than $6 billion in carbon-trading proceeds.\u003c/p>\n\u003cp>It’s working. California is poised to meet its goal to reduce greenhouse gases 33 percent, to 1990 levels, by the year 2020. Its targets for use of more renewable energy by that date are, in some cases, already exceeded.\u003c/p>\n\u003caside class=\"pullquote alignright\">‘There’s no question that transportation is a critical piece, maybe thecritical piece, in solving our energy problems.’\u003ccite>Sean Hecht, UCLA’s Emmett Institute on Climate Change and the Environment\u003c/cite>\u003c/aside>\n\u003cp>So take a bow, California; you’ve done the easy stuff. But hold on tight for what comes next. The state’s overarching plan was intended to ease industry and consumers into a carbon-free future bit by bit; ten years in, the training wheels are off.\u003c/p>\n\u003cp>Emissions-reduction must hit 40 percent by 2030 and twice that by 2050. In 12 years, half the state’s energy must come from renewable sources such as wind and sun. California’s 14 million buildings must operate twice as efficiently, and the number of electric cars on the road will have to multiply more than 10 times. Failure would likely mean more extreme measures in later years and, many experts say, could affect public health.\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>The scope of the state’s approach is all-encompassing. By law or executive order, every state agency must consider climate change when making any planning decision. Developers must take into account how far motorists travel to reach a destination, forests will be managed so that trees store more carbon dioxide and highway builders have to calculate the possibility that rising seas might inundate the roads.\u003c/p>\n\u003cp>The near term looks good. But for the 2030 goals and beyond, normally upbeat officials are guarded.\u003c/p>\n\u003cp>“Getting a 40 percent reduction [by] 2030 is no small thing. There will be lots of challenges,” said Ken Alex, director of the state Office of Planning and Research, who sees the entire field when it comes to emissions reductions. “Sometimes I’m optimistic, sometimes I’m pessimistic. I’m pessimistic about the political will it takes to get there.”\u003c/p>\n\u003cp>The most difficult work begins with California’s single most polluting sector: transportation, which accounts for nearly half the state’s greenhouse-gas emissions.\u003c/p>\n\u003cp>Mary Nichols, who chairs the California Air Resources Board, acknowledged that squeezing emissions from transportation will be the most difficult lift of all the 2030 standards, saying the gains require no less than a “deep transformation.”\u003c/p>\n\u003cp>That will include cutting gasoline use in half, reducing the miles that car-centric Californians drive, dramatically ramping up the adoption of electric vehicles and building a network of readily available charging stations.“There’s no question that transportation is a critical piece, maybe the critical piece, in solving our energy problems,” said Sean Hecht, co-executive director of UCLA’s Emmett Institute on Climate Change and the Environment.\u003c/p>\n\u003cp>One reason it’s difficult is that transportation emissions are produced largely outside the clutches of state regulation: think airplanes, trains, and ships. Another is sluggish technological change for heavy-duty and medium-duty trucks, buses and shuttles, although adoption of all-electric municipal buses is growing as costs come down.Cities and regions are charting their own paths, going green to save green: The Los Angeles-area Metropolitan Transportation Agency has a goal of operating an emissions-free bus fleet by 2030.\u003c/p>\n\u003cp>Although California has decreed that auto manufacturers sell a percentage of zero-emission vehicles, there is no mandate that drivers purchase the pricey cars. Regulators and legislators have been reluctant to force consumers to buy them, as they have with TVs, heavy appliances and other products.\u003c/p>\n\u003cp>That would change with legislation proposed by Assemblyman Phil Ting, a Democrat from San Francisco. Ting’s bill would ban the sale of gasoline-powered cars in California by 2040, mirroring bans proposed by some European countries. The idea went nowhere when Ting proposed it last year, and its prospects now are unclear.\u003c/p>\n\u003cp>While gas-sipping hybrids such as the Prius are nearly ubiquitous and certainly helpful, only true zero-emission vehicles can bring about the scale of change the state’s goals require, experts say.\u003c/p>\n\u003cp>“There’s no way to get there without significant reduction in passenger-vehicle emissions,” said Ting, who drives an electric car. He said that more access to charging stations would be transformational.\u003c/p>\n\u003cfigure id=\"attachment_1918790\" class=\"wp-caption aligncenter\" style=\"max-width: 800px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-medium wp-image-1918790\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2018/01/grafic-png-800x1035.png\" alt=\"Infographic\" width=\"800\" height=\"1035\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-800x1035.png 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-160x207.png 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-768x994.png 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-1020x1320.png 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-1180x1527.png 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-960x1242.png 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-240x311.png 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-375x485.png 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png-520x673.png 520w, https://cdn.kqed.org/wp-content/uploads/sites/35/2018/01/grafic-png.png 1275w\" sizes=\"(max-width: 800px) 100vw, 800px\">\u003cfigcaption class=\"wp-caption-text\">The California Air Resources Board recently issued this plan for how the state should reduce greenhouse gases beyond 2020. \u003ccite>(Graphic by California Air Resources Board.)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“People talk about the lack of infrastructure, yet there’s electricity everywhere they park their car, unless they are in the forest,” he said. “People park their car much nearer to electricity than they do to gasoline. In transportation they talk about ‘the last mile.’ Here we have the ‘last foot’ issue. We just need the extension cord for the last foot.”\u003c/p>\n\u003cp>Much of that work falls to the California Energy Commission, which has tied together charging stations that trace a north-south, mainly coastal path. The easier task of attracting electric car buyers in Southern California and the Bay Area has been accomplished. The challenge now is engaging inland drivers, in places such as Bakersfield, Fresno and Redding.\u003c/p>\n\u003cp>John Kato, deputy director of the commission’s Fuels and Transportation Division, agreed that the new benchmarks are “challenging, but we believe the private sector will take up the baton,” with automakers producing a wider variety of vehicles, across a broad price range, appealing to more buyers.\u003c/p>\n\u003cp>An unexpected private-sector benefit comes from Volkswagen, which settled an emissions-cheating case by agreeing to spend more than $800 million building charging stations (from which the company will also profit) throughout the state.\u003c/p>\n\u003cp>National trends are cause for optimism, said Paul Cort, an attorney with the environmental group Earthjustice. “There is an acceleration in acceptance and uptake among car buyers,” he said. “It took us 10 years to get to the first million electric vehicles; the second million was achieved in two years; the third million will be on the road in one year.”\u003c/p>\n\u003cp>One success story has been the state utilities’ swift integration of renewable energy into the state electric grid, partly because of a dramatic decline in the cost of solar energy. Emissions from power generated in the state fell by more than 19 percent last year, partly due to the ramping up of hydroelectric power with last year’s heavy rains. The Public Utilities Commission that regulates energy companies reports that they have met or will soon meet the 2020 targets.\u003c/p>\n\u003cp>State Sen. Kevin de León, a Democrat from Los Angeles who is currently running to unseat Democratic U.S. Sen. Dianne Feinstein, recently set an even higher bar, proposing 100 percent renewable energy throughout the state by 2045.\u003c/p>\n\u003cp>It will be more difficult to find further savings from existing energy-efficiency programs, long a bulwark of California’s carbon-reduction efforts. The state is phasing out incandescent light bulbs and the building codes for new construction continue to mandate efficiency. But still to be tackled is the thorny problem of retrofitting millions of old and outdated homes and businesses.\u003c/p>\n\u003cp>At least one analysis calculates that natural gas used in hot water heaters and to warm residential and commercial buildings is causing nearly the same emissions as the state’s power plants. Converting gas-fired buildings to fully electric is daunting, and hugely expensive.\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>With so many reductions required, the Air Resource Board’s post-2020 strategy is one element—a critical one—of the state’s multiagency approach to climate change. That strategy elevates the cap-and-trade system, in which companies can pay to pollute by buying credits, to a much more significant role. Cap and trade limits emissions on 80 percent of California’s polluters.\u003c/p>\n\u003cp>The California Air Resources Board recently issued this plan for how the state should reduce greenhouse gases beyond 2020. Graphic by California Air Resources Board.\u003c/p>\n\u003cp>The agency has never precisely quantified cap and trade’s contribution to greenhouse-gas reduction. Officials projected it at 17-20 percent in a planning document in 2008—a year before the program launched—but are unable to say if those assumptions have been borne out. The board has not conducted the complicated analysis required to determine the program’s actual role in cutting emissions.\u003c/p>\n\u003cp>Nonetheless, last month it adopted a plan to reach post-2020 objectives that ups the ante: It forecasts that cap and trade, which lawmakers recently extended to 2030, will be responsible for nearly 40 percent of California’s emissions reductions by that time, a figure disputed by some as unrealistic.\u003c/p>\n\u003cp>Some critics of the program say another factor could cause the state to miss its 2030 emissions targets: the banking system that allows individual companies to hold tens of millions of carbon credits in reserve.\u003c/p>\n\u003cp>According to separate analyses by the nonpartisan Legislative Analyst’s Office and independent economists, refineries, cement plants and other major polluters could produce emissions in the next decade that are well above the state’s ever-tightening limits and use their banked credits, purchased cheaply, to offset their excess.\u003c/p>\n\u003cp>Chris Busch, an economist and research director at the think tank Energy Innovation, said his analysis showed that because of the oversupply of allowances the “effectiveness of the program could be compromised.”\u003c/p>\n\u003cp>Ross Brown, who analyzes cap and trade for the LAO, said in an interview that there’s a “decent to good chance” that banked credits could vault emissions to more than 30 percent over legal limits in 2030.\u003c/p>\n\u003cp>The issue has the attention of the state Legislature, which has directed the air board to investigate. So far, the agency has shrugged off the concerns.\u003c/p>\n\u003cp>Rajinder Sahota, who oversees the cap-and-trade program for the air board, said that although the analyses may be correct in that emissions may exceed the cap in any given year, the agency is confident that the cumulative emissions between 2021 and 2030 will fall and California will meet its goals.\u003c/p>\n\u003cp>“We expect to see fluctuations over time,” she said. “There are a number of factors that account for emissions in any given year—the economy, business decisions. In a perfect world, you’d like to see a decline over time. But it doesn’t always work that way.”\u003c/p>\n\u003cp>Sahota said the analyses of banked credits are a “paper exercise.”\u003c/p>\n\u003cp>“Most of the allowances in the program are still in the ARB’s account,” she said. The LAO’s calculations would require a company to spend hundreds of millions of dollars for credits now on a bet that the price will rise as emissions limits get stricter, she said.\u003c/p>\n\u003cp>“The data show that is not happening,” Sahota said.\u003c/p>\n\u003cp>Nevertheless, she and air board chairwoman Nichols said the plan is open to revisions.\u003c/p>\n\u003cp>Gov. Jerry Brown’s personal investment in California’s climate-change policies has been a force multiplier, spurring the myriad state agencies to adopt, and state industries to adapt to, the prospect of a carbon-less future. But Brown is in his final year in office, and the Legislature’s to-do list is crowded with other enormous issues, such as poverty and housing.\u003c/p>\n\u003cp>Whether lawmakers will continue to invest in programs that, to some, don’t seem to immediately improve the lives of Californians, is an open question.\u003c/p>\n\u003cp>One critic is state Sen. John Moorlach, a Republican from Costa Mesa who is also an accountant.\u003c/p>\n\u003cp>“I come from a world where you measure things so you can manage it,” the senator said. “It’s a matter of priorities. Sacramento is pumping itself on the chest, thinking it is going save the world. I’m not convinced this is the right use of our resources.”\u003c/p>\n\u003cp>Such doubts could present hurdles as the global-warming clock winds down.\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>“We are running out of time. That’s clear,” said Ken Alex. “To me, it’s about political will and scale. We feel confident that it’s doable. But do we have the political will to get there?”\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1918785/californias-climate-fight-will-get-harder-soon-thanks-to-cars","authors":["byline_science_1918785"],"categories":["science_33"],"tags":["science_704","science_845","science_192","science_3370","science_813"],"featImg":"science_1918786","label":"science"},"science_1915616":{"type":"posts","id":"science_1915616","meta":{"index":"posts_1591205157","site":"science","id":"1915616","score":null,"sort":[1505489539000]},"guestAuthors":[],"slug":"ca-legislature-clean-cars-can-keep-carpool-lane-access","title":"California Lawmakers Allow Clean Cars to Stay in Carpool Lanes","publishDate":1505489539,"format":"standard","headTitle":"California Lawmakers Allow Clean Cars to Stay in Carpool Lanes | KQED","labelTerm":{"site":"science"},"content":"\u003cp>Drivers in the market for electric cars may be able to count on a popular incentive. California lawmakers voted this week to extend a program that allows \u003ca href=\"https://www.arb.ca.gov/msprog/carpool/carpool.htm\" target=\"_blank\" rel=\"noopener noreferrer\">zero-emission cars\u003c/a> to drive in carpool lanes.\u003c/p>\n\u003cp>The green and white stickers currently on electric, plug-in hybrid and hydrogen-powered cars are set to expire on January 1, 2019.\u003c/p>\n\u003cp>The program is just one of the ways California is trying to boost adoption of cleaner cars. The state has ambitious goal: put 1.5 million zero emission vehicles on the road by 2025. As of the end of 2016, around 245,000 have been sold in California.\u003c/p>\n\u003cfigure id=\"attachment_1915644\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-1915644\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2017/09/carpool-sticker-1020x851.jpg\" alt=\"\" width=\"400\" height=\"334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-1020x851.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-160x133.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-800x667.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-768x641.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-1180x984.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-960x801.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-240x200.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-375x313.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-520x434.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker.jpg 1688w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">More than 240,000 green and white carpool stickers have been issued statewide. \u003ccite>(Lauren Sommer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This year, California has demonstrated its environmental leadership on a global stage, stepping up as the federal government has stepped down,” said bill author Assemblymember Richard Bloom, in a statement. “We must continue to do so by extending this effective program.”\u003c/p>\n\u003cp>If Governor Jerry Brown signs the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB544\" target=\"_blank\" rel=\"noopener noreferrer\">AB 544 \u003c/a>(\u003cstrong>UPDATE\u003c/strong>: Governor Brown signed the bill on October 10, 2017), here’s how the new program would work:\u003c/p>\n\u003cul>\n\u003cli>Stickers issued to new cars after January 1, 2019 are valid for three full years and then until January 1 of their fourth year.\u003c/li>\n\u003cli>Drivers issued stickers in 2017 and 2018 will be able to apply for a new sticker in 2019 that is valid until January 1, 2022.\u003c/li>\n\u003cli>Stickers issued before January 1, 2017 will expire on January 1, 2019.\u003c/li>\n\u003c/ul>\n\u003cp>In addition, drivers that receive the \u003ca href=\"https://cleanvehiclerebate.org/eng\" target=\"_blank\" rel=\"noopener noreferrer\">Clean Vehicle Rebate\u003c/a>, a state-funded rebate that can be several thousand dollars, won’t be eligible for HOV lane stickers unless their gross annual income falls below $150,000 for a single tax filer, $204,000 for a head of household filer, and $300,000 for joint filers.\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>[contextly_sidebar id=”YuHkFHw0TmgdBCvN5Tz4t9uBcqFLlVir”]Demand for the carpool lane stickers has often exceeded supply. For years, the number of green stickers was capped, leaving hundreds of drivers on waiting lists for the program until the state legislature opened it again. The cap was eliminated completely last year.\u003c/p>\n\u003cp>The new system would create “rolling” expiration dates, eventually limiting the number of clean cars in carpool lanes.\u003c/p>\n\u003cp>Some, including the Metropolitan Transportation Commission (MTC), have raised concerns about overcrowding in carpool lanes and are pushing for better enforcement. An MTC-commissioned study found 24 percent of drivers in carpool lanes during the morning commute were there in violation of the rules.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Legislators passed another bill this week, SB 498, that would require the state to ensure that half of the vehicles it purchases for its state fleet are also zero-emission by 2025.\u003c/p>\n\n","blocks":[],"excerpt":"Lawmakers vote to extend the popular program for electric and zero-emission cars beyond its 2019 expiration.","status":"publish","parent":0,"modified":1704928387,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":12,"wordCount":460},"headData":{"title":"California Lawmakers Allow Clean Cars to Stay in Carpool Lanes | KQED","description":"Lawmakers vote to extend the popular program for electric and zero-emission cars beyond its 2019 expiration.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"California Lawmakers Allow Clean Cars to Stay in Carpool Lanes","datePublished":"2017-09-15T15:32:19.000Z","dateModified":"2024-01-10T23:13:07.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"path":"/science/1915616/ca-legislature-clean-cars-can-keep-carpool-lane-access","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>Drivers in the market for electric cars may be able to count on a popular incentive. California lawmakers voted this week to extend a program that allows \u003ca href=\"https://www.arb.ca.gov/msprog/carpool/carpool.htm\" target=\"_blank\" rel=\"noopener noreferrer\">zero-emission cars\u003c/a> to drive in carpool lanes.\u003c/p>\n\u003cp>The green and white stickers currently on electric, plug-in hybrid and hydrogen-powered cars are set to expire on January 1, 2019.\u003c/p>\n\u003cp>The program is just one of the ways California is trying to boost adoption of cleaner cars. The state has ambitious goal: put 1.5 million zero emission vehicles on the road by 2025. As of the end of 2016, around 245,000 have been sold in California.\u003c/p>\n\u003cfigure id=\"attachment_1915644\" class=\"wp-caption alignright\" style=\"max-width: 400px\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"wp-image-1915644\" src=\"https://ww2.kqed.org/science/wp-content/uploads/sites/35/2017/09/carpool-sticker-1020x851.jpg\" alt=\"\" width=\"400\" height=\"334\" srcset=\"https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-1020x851.jpg 1020w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-160x133.jpg 160w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-800x667.jpg 800w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-768x641.jpg 768w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-1180x984.jpg 1180w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-960x801.jpg 960w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-240x200.jpg 240w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-375x313.jpg 375w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker-520x434.jpg 520w, https://cdn.kqed.org/wp-content/uploads/sites/35/2017/09/carpool-sticker.jpg 1688w\" sizes=\"(max-width: 400px) 100vw, 400px\">\u003cfigcaption class=\"wp-caption-text\">More than 240,000 green and white carpool stickers have been issued statewide. \u003ccite>(Lauren Sommer/KQED)\u003c/cite>\u003c/figcaption>\u003c/figure>\n\u003cp>“This year, California has demonstrated its environmental leadership on a global stage, stepping up as the federal government has stepped down,” said bill author Assemblymember Richard Bloom, in a statement. “We must continue to do so by extending this effective program.”\u003c/p>\n\u003cp>If Governor Jerry Brown signs the bill, \u003ca href=\"https://leginfo.legislature.ca.gov/faces/billTextClient.xhtml?bill_id=201720180AB544\" target=\"_blank\" rel=\"noopener noreferrer\">AB 544 \u003c/a>(\u003cstrong>UPDATE\u003c/strong>: Governor Brown signed the bill on October 10, 2017), here’s how the new program would work:\u003c/p>\n\u003cul>\n\u003cli>Stickers issued to new cars after January 1, 2019 are valid for three full years and then until January 1 of their fourth year.\u003c/li>\n\u003cli>Drivers issued stickers in 2017 and 2018 will be able to apply for a new sticker in 2019 that is valid until January 1, 2022.\u003c/li>\n\u003cli>Stickers issued before January 1, 2017 will expire on January 1, 2019.\u003c/li>\n\u003c/ul>\n\u003cp>In addition, drivers that receive the \u003ca href=\"https://cleanvehiclerebate.org/eng\" target=\"_blank\" rel=\"noopener noreferrer\">Clean Vehicle Rebate\u003c/a>, a state-funded rebate that can be several thousand dollars, won’t be eligible for HOV lane stickers unless their gross annual income falls below $150,000 for a single tax filer, $204,000 for a head of household filer, and $300,000 for joint filers.\u003c/p>\n\u003cp>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"ad","attributes":{"named":{"label":"fullwidth"},"numeric":["fullwidth"]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>Demand for the carpool lane stickers has often exceeded supply. For years, the number of green stickers was capped, leaving hundreds of drivers on waiting lists for the program until the state legislature opened it again. The cap was eliminated completely last year.\u003c/p>\n\u003cp>The new system would create “rolling” expiration dates, eventually limiting the number of clean cars in carpool lanes.\u003c/p>\n\u003cp>Some, including the Metropolitan Transportation Commission (MTC), have raised concerns about overcrowding in carpool lanes and are pushing for better enforcement. An MTC-commissioned study found 24 percent of drivers in carpool lanes during the morning commute were there in violation of the rules.\u003c/p>\n\u003cp>\u003c/p>\n\u003cp>Legislators passed another bill this week, SB 498, that would require the state to ensure that half of the vehicles it purchases for its state fleet are also zero-emission by 2025.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/1915616/ca-legislature-clean-cars-can-keep-carpool-lane-access","authors":["239"],"categories":["science_31","science_35","science_40"],"tags":["science_704","science_3370"],"featImg":"science_1915618","label":"science"},"science_605069":{"type":"posts","id":"science_605069","meta":{"index":"posts_1591205157","site":"science","id":"605069","score":null,"sort":[1459272688000]},"guestAuthors":[],"slug":"california-to-limit-electric-car-rebate-program-to-earners-below-250k","title":"California to Limit Electric Car Rebate Program to Earners Below $250k","publishDate":1459272688,"format":"standard","headTitle":"California to Limit Electric Car Rebate Program to Earners Below $250k | KQED","labelTerm":{},"content":"\u003cp class=\"inaugural\">New rules go into effect Tuesday for California’s electric and plug-in hybrid \u003ca href=\"https://cleanvehiclerebate.org/eng/eligible-vehicles\">vehicle rebates\u003c/a>, eliminating the cash given back to high earners and upping the amount for those who make less.\u003c/p>\n\u003cp>Those who make $250,000 or more or have a combined household income topping $500,000 will no longer qualify for discounts on the cars, while those with lower incomes will qualify for a larger rebate.\u003c/p>\n\u003cp>“The state of California is trying to increase the accessibility of these vehicles to all Californians,” said Collin Santulli, a program manager with the Center for Sustainable Energy, which runs the rebate program for the state.\u003c/p>\n\u003cp>\u003ca href=\"http://www.scpr.org/news/2016/03/28/58939/california-to-limit-electric-car-rebate-program-to/\" target=\"_blank\" rel=\"noopener\">\u003cem>\u003cstrong>Read the full story at KPCC\u003c/strong>\u003c/em>.\u003c/a>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\u003cp>\u003c/p>\n","blocks":[],"excerpt":null,"status":"publish","parent":0,"modified":1704930423,"stats":{"hasAudio":false,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":5,"wordCount":116},"headData":{"title":"California to Limit Electric Car Rebate Program to Earners Below $250k | KQED","description":"New rules go into effect Tuesday for California's electric and plug-in hybrid vehicle rebates, eliminating the cash given back to high earners and upping the amount for those who make less. Those who make $250,000 or more or have a combined household income topping $500,000 will no longer qualify for discounts on the cars, while","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"California to Limit Electric Car Rebate Program to Earners Below $250k","datePublished":"2016-03-29T17:31:28.000Z","dateModified":"2024-01-10T23:47:03.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"source":"KPCC","sourceUrl":"http://www.scpr.org","sticky":false,"nprByline":"\u003ca href=\"http://www.scpr.org/about/people/staff/meghan-mccarty\">Meghan McCarty\u003cbr>\u003ca href=\"http://www.scpr.org/\" target=\"_blank\">KPCC\u003c/a>\u003c/strong>","path":"/science/605069/california-to-limit-electric-car-rebate-program-to-earners-below-250k","audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp class=\"inaugural\">New rules go into effect Tuesday for California’s electric and plug-in hybrid \u003ca href=\"https://cleanvehiclerebate.org/eng/eligible-vehicles\">vehicle rebates\u003c/a>, eliminating the cash given back to high earners and upping the amount for those who make less.\u003c/p>\n\u003cp>Those who make $250,000 or more or have a combined household income topping $500,000 will no longer qualify for discounts on the cars, while those with lower incomes will qualify for a larger rebate.\u003c/p>\n\u003cp>“The state of California is trying to increase the accessibility of these vehicles to all Californians,” said Collin Santulli, a program manager with the Center for Sustainable Energy, which runs the rebate program for the state.\u003c/p>\n\u003cp>\u003ca href=\"http://www.scpr.org/news/2016/03/28/58939/california-to-limit-electric-car-rebate-program-to/\" target=\"_blank\" rel=\"noopener\">\u003cem>\u003cstrong>Read the full story at KPCC\u003c/strong>\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>\u003cp>\u003c/p>\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/605069/california-to-limit-electric-car-rebate-program-to-earners-below-250k","authors":["byline_science_605069"],"categories":["science_40"],"tags":["science_2948","science_704"],"featImg":"science_605074","label":"source_science_605069"},"science_30615":{"type":"posts","id":"science_30615","meta":{"index":"posts_1591205157","site":"science","id":"30615","score":null,"sort":[1433163604000]},"guestAuthors":[],"slug":"car-washes-and-pools-winners-and-losers-of-californias-drought","title":"Car Washes and Pools: Winners and Losers of California’s Drought","publishDate":1433163604,"format":"aside","headTitle":"Car Washes and Pools: Winners and Losers of California’s Drought | KQED","labelTerm":{"term":1151,"site":"science"},"content":"\u003cfigure id=\"attachment_30616\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/pool3-1024x576.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-30616\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/pool3-1024x576.jpg\" alt=\"A display pool at Royal Pools in San Jose. Several Bay Area water districts have banned the filling of new pools. (Lauren Sommer/KQED)\" width=\"1024\" height=\"576\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A display pool at Royal Pools in San Jose. Several Bay Area water districts have banned filling new pools with potable water. (Lauren Sommer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>http://www.kqed.org/.stream/anon/radio/science/2015/05/20150601Droughtwinnerslosers.mp3\u003c/p>\n\u003cp>The meter has officially started running on California’s efforts to meet \u003ca href=\"http://ww2.kqed.org/science/audio/state-passes-historic-water-conservation-rules/\">strict new water conservation targets\u003c/a> from Governor Jerry Brown. The first-ever statewide urban restrictions aim to cut water use by an average of 25 percent.\u003c/p>\n\u003cp>The actual cuts \u003ca href=\"http://ww2.kqed.org/lowdown/2015/05/08/what-mandatory-water-cuts-in-cities-throughout-california-look-like-in-three-interactive-maps/\">vary from place to place\u003c/a> depending on the water use in each local district. Some water-thrifty areas only have to cut 8 percent, while larger cuts go up to 36 percent.\u003c/p>\n\u003cp>How local cities and water agencies achieve those cuts is up to them. Most are passing rules that limit outdoor watering, but some are targeting other industries, creating some clear winners and losers.\u003c/p>\n\u003cp>\u003cstrong>At the Car Wash\u003c/strong>\u003c/p>\n\u003cp>[ad fullwidth]\u003c/p>\n\u003cp>“I’m sure in summer we’ll see an influx in business, which is great,” said Jeff Wheeler of AJ Auto Detailing in San Jose, where his crew is pressure-washing a row of cars.\u003c/p>\n\u003cp>Just a month ago, the San Jose City Council passed drought rules that most car washing businesses could only dream of: if you live in San Jose, you’re no longer allowed to wash your car at home with potable water.\u003c/p>\n\u003cp>“A customer came in the other day and he brought his truck,” said Jeff’s brother, Jordan Wheeler. “He has a big yard and he has tractors and stuff and he said he was washing off a couple of his tractors and a neighbor complained and called the police on him.”\u003c/p>\n\u003cp>Washing cars at home is still allowed by most other water agencies, if residents have a shutoff nozzle on their hose. But San Jose has banned it with or without a nozzle because the city is aiming to cut water use by 30 percent.\u003c/p>\n\u003cp>Wheeler’s car wash has an added selling point for drought-minded customers: water recycling. The sudsy water flowing off the cars is recaptured, filtered and put into large tanks. Each gallon is reused four to five times.\u003c/p>\n\u003cp>“We’re actually only using about 2-to-2.5 gallons per car and that’s less than a dishwasher uses,” Wheeler said. While most car washes recapture at least some water in California, Wheeler’s is part of the \u003ca href=\"http://carwash.org/watersavers\">WaterSavers program\u003c/a>, which accredits car washes that recycle higher levels of water and filter what they discharge.\u003c/p>\n\u003cfigure id=\"attachment_30617\" class=\"wp-caption alignleft\" style=\"max-width: 1024px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/carwash2-1024x576.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-30617\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/carwash2-1024x576.jpg\" alt=\"The water at AJ Auto Detailing in San Jose is recaptured and reused. San Jose has banned car washing at home with potable water. (Lauren Sommer/KQED)\" width=\"1024\" height=\"576\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The water at AJ Auto Detailing in San Jose is recaptured and reused. San Jose has banned car washing at home with potable water. (Lauren Sommer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The recycling system cost $90,000 to purchase and install, but the business is seeing a return in lower water bills. “When we bought it three years ago, I don’t think anyone thought we’d be in a drought in 2015,” Wheeler said.\u003c/p>\n\u003cp>But alongside industries getting flush from the drought, are others on the losing end–including one that’s a symbol of the California dream.\u003c/p>\n\u003cp>\u003cstrong>Backyard Pools Run Dry\u003c/strong>\u003c/p>\n\u003cp>“Pretty much every customer asks about the drought,” said Marc Hannigan as he walked through the showroom of Royal Pools in San Jose where several pools are on display.\u003c/p>\n\u003cp>He said his customers are asking, “is there gonna be enough water to fill my pool?”\u003c/p>\n\u003cp>There’s reason to ask: at least 30 California water agencies and cities, including San Jose, Dublin and Morgan Hill, have passed drought rules about pools. Most have banned filling new pools with potable water. Others are considering bans now, which doesn’t surprise Hanngian. He says pools are an easy target.\u003c/p>\n\u003cp>“It is very symbolic and it looks good: banning swimming pools,” he said. “Because people assume they are a huge water user. But swimming pools don’t waste water like people think they do.”\u003c/p>\n\u003cp>Hanngian is referring to a \u003ca href=\"http://www.capradio.org/articles/2015/05/13/california-pool-construction-soars-during-drought/\">commonly cited analysis\u003c/a> done by the Santa Margarita Water District, comparing the water use of backyard pools to landscaping. A new built-in pool can require 20-to-30,000 gallons to fill up. After that, it uses much less. According to the study, a pool, especially with a cover, can use less than a lawn does over time, but it takes three to five years to reach the break-even point.\u003c/p>\n\u003cp>Hannigan has been repeating this at as many city council meetings as he can get to, like in Morgan Hill a few weeks ago. “A couple of the members said, ‘You’ve made some very compelling arguments here and we’ll have to reconsider this,’” he said. “Whether that will happen or not is up in the air.”\u003c/p>\n\u003cp>[contextly_sidebar id=”R4loZ5YdSPx934cTX7jJhrTJ1QYVkScr”]\u003c/p>\n\u003cp>“We’re fine with them cutting back and restricting the number of permits they offer,” said Hannigan. “That’s a fair way to go about this.”\u003c/p>\n\u003cp>Filling new pools is a small slice of the overall water use in most water districts. In the city of Dublin, new pools account for just a tiny fraction of one percent of the use. But the Dublin San Ramon Services District prohibits filling new pools because they’re considered a non-essential use of water.\u003c/p>\n\u003cp>“The tens of thousands of gallons that it takes to fill a pool may not matter much in aggregate,” said San Jose Mayor Sam Liccardo. “But to build new pools and create demand for something that is not critical in terms of need simply does not move us forward in our water conservation goals.”\u003c/p>\n\u003cp>“We’re all in this thing together and that means we all need to tighten our belts and in some ways, that’s not always comfortable,” he said.\u003c/p>\n\u003cp>The pool industry says it’s already feeling uncomfortable.\u003c/p>\n\u003cp>“What we don’t know is how many people aren’t calling,” Hannigan said. “How many people want a pool and are waiting, after four or five years of recession? Now they have the money and wherewithal to put a pool in and they’re not calling.”\u003c/p>\n\u003cp>\u003cstrong>Making the Public Feel the Drought\u003c/strong>\u003c/p>\n\u003cp>As water agencies put together their own mix of water conservation rules, many are having to walk the line between water savings and behavioral psychology.\u003c/p>\n\u003cp>“As agencies are trying to meet some of the restrictions, in some cases up to 36 percent, they’re going to have to cut a lot of things,” said Heather Cooley of the Pacific Institute, a water think tank in Oakland. “And so every bit is going to help.”\u003c/p>\n\u003cp>But in water districts that have low conservation targets, some rules are less about saving water and more about getting the public’s attention, like the one that \u003ca href=\"http://m.sfgate.com/bayarea/article/California-drought-State-approves-sweeping-6139559.php\">prevents restaurants from serving water\u003c/a> unless customers ask for it.\u003c/p>\n\u003caside class=\"alignleft\">\n\u003ch3>Required Water Cuts by Utility\u003c/h3>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/lowdown/2015/06/03/what-mandatory-water-cuts-in-cities-throughout-california-look-like-in-three-interactive-maps/\" target=\"_blank\" rel=\"noopener\">See California’s water cuts by region\u003c/a>:\u003c/p>\n\u003cfigure>\u003ca href=\"http://ww2.kqed.org/lowdown/2015/06/03/what-mandatory-water-cuts-in-cities-throughout-california-look-like-in-three-interactive-maps/\">\u003cimg decoding=\"async\" class=\"aligncenter size-full wp-image-15920\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/winners_losers_map.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>“It’s showing people that we are in a drought,” said Cooley. “That we need to be thinking about all the different ways we use water.”\u003c/p>\n\u003cp>By making everyday Californians feel the pain, Cooley said, they’re more likely to step up and make lasting changes, like putting in drought-friendly landscaping.\u003c/p>\n\u003cp>“In every city, lawns are sort of standard when a new area is put in, when a street median is put in,” she said. “And so that has to change and this drought, I think, is really going to drive that change.”\u003c/p>\n\u003cp>The more permanent changes, like taking out lawns and installing more efficient water appliances, will make conservation easier when the next drought rolls around.\u003c/p>\n\u003cp>“This isn’t something that’s going to go away when this drought ends,” she said. “This is really what our future is going to look like and so we need to be thinking and re-evaluating how we use and manage water.”\u003c/p>\n\u003cp>[ad floatright]\u003c/p>\n\u003cp>State regulators expect to release data about how well – or poorly – water agencies are saving water in mid-July.\u003c/p>\n\n","blocks":[],"excerpt":"Starting today, the meter is running for cities trying to meet the governor’s strict new water conservation targets. And the new restrictions are already having “ripple” effects: some businesses are drying up, while others are cashing in on the drought.","status":"publish","parent":0,"modified":1704931733,"stats":{"hasAudio":true,"hasVideo":false,"hasChartOrMap":false,"iframeSrcs":[],"hasGoogleForm":false,"hasGallery":false,"hasHearkenModule":false,"hasPolis":false,"paragraphCount":39,"wordCount":1409},"headData":{"title":"Car Washes and Pools: Winners and Losers of California’s Drought | KQED","description":"Starting today, the meter is running for cities trying to meet the governor’s strict new water conservation targets. And the new restrictions are already having “ripple” effects: some businesses are drying up, while others are cashing in on the drought.","ogTitle":"","ogDescription":"","ogImgId":"","twTitle":"","twDescription":"","twImgId":"","schema":{"@context":"http://schema.org","@type":"Article","headline":"Car Washes and Pools: Winners and Losers of California’s Drought","datePublished":"2015-06-01T13:00:04.000Z","dateModified":"2024-01-11T00:08:53.000Z","image":"https://cdn.kqed.org/wp-content/uploads/2020/02/KQED-OG-Image@1x.png"}},"sticky":false,"path":"/science/30615/car-washes-and-pools-winners-and-losers-of-californias-drought","audioUrl":"http://www.kqed.org/.stream/anon/radio/science/2015/05/20150601Droughtwinnerslosers.mp3","audioDuration":null,"audioTrackLength":null,"parsedContent":[{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cfigure id=\"attachment_30616\" class=\"wp-caption aligncenter\" style=\"max-width: 1024px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/pool3-1024x576.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-30616\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/pool3-1024x576.jpg\" alt=\"A display pool at Royal Pools in San Jose. Several Bay Area water districts have banned the filling of new pools. (Lauren Sommer/KQED)\" width=\"1024\" height=\"576\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">A display pool at Royal Pools in San Jose. Several Bay Area water districts have banned filling new pools with potable water. (Lauren Sommer/KQED)\u003c/figcaption>\u003c/figure>\u003c/p>\u003c/div>","attributes":{"named":{},"numeric":[]}},{"type":"component","content":"","name":"audioLink","attributes":{"named":{"src":"http://www.kqed.org/.stream/anon/radio/science/2015/05/20150601Droughtwinnerslosers.mp3"},"numeric":[]}},{"type":"contentString","content":"\u003cdiv class=\"post-body\">\u003cp>\u003cp>The meter has officially started running on California’s efforts to meet \u003ca href=\"http://ww2.kqed.org/science/audio/state-passes-historic-water-conservation-rules/\">strict new water conservation targets\u003c/a> from Governor Jerry Brown. The first-ever statewide urban restrictions aim to cut water use by an average of 25 percent.\u003c/p>\n\u003cp>The actual cuts \u003ca href=\"http://ww2.kqed.org/lowdown/2015/05/08/what-mandatory-water-cuts-in-cities-throughout-california-look-like-in-three-interactive-maps/\">vary from place to place\u003c/a> depending on the water use in each local district. Some water-thrifty areas only have to cut 8 percent, while larger cuts go up to 36 percent.\u003c/p>\n\u003cp>How local cities and water agencies achieve those cuts is up to them. Most are passing rules that limit outdoor watering, but some are targeting other industries, creating some clear winners and losers.\u003c/p>\n\u003cp>\u003cstrong>At the Car Wash\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>“I’m sure in summer we’ll see an influx in business, which is great,” said Jeff Wheeler of AJ Auto Detailing in San Jose, where his crew is pressure-washing a row of cars.\u003c/p>\n\u003cp>Just a month ago, the San Jose City Council passed drought rules that most car washing businesses could only dream of: if you live in San Jose, you’re no longer allowed to wash your car at home with potable water.\u003c/p>\n\u003cp>“A customer came in the other day and he brought his truck,” said Jeff’s brother, Jordan Wheeler. “He has a big yard and he has tractors and stuff and he said he was washing off a couple of his tractors and a neighbor complained and called the police on him.”\u003c/p>\n\u003cp>Washing cars at home is still allowed by most other water agencies, if residents have a shutoff nozzle on their hose. But San Jose has banned it with or without a nozzle because the city is aiming to cut water use by 30 percent.\u003c/p>\n\u003cp>Wheeler’s car wash has an added selling point for drought-minded customers: water recycling. The sudsy water flowing off the cars is recaptured, filtered and put into large tanks. Each gallon is reused four to five times.\u003c/p>\n\u003cp>“We’re actually only using about 2-to-2.5 gallons per car and that’s less than a dishwasher uses,” Wheeler said. While most car washes recapture at least some water in California, Wheeler’s is part of the \u003ca href=\"http://carwash.org/watersavers\">WaterSavers program\u003c/a>, which accredits car washes that recycle higher levels of water and filter what they discharge.\u003c/p>\n\u003cfigure id=\"attachment_30617\" class=\"wp-caption alignleft\" style=\"max-width: 1024px\">\u003ca href=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/carwash2-1024x576.jpg\">\u003cimg loading=\"lazy\" decoding=\"async\" class=\"size-large wp-image-30617\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/carwash2-1024x576.jpg\" alt=\"The water at AJ Auto Detailing in San Jose is recaptured and reused. San Jose has banned car washing at home with potable water. (Lauren Sommer/KQED)\" width=\"1024\" height=\"576\">\u003c/a>\u003cfigcaption class=\"wp-caption-text\">The water at AJ Auto Detailing in San Jose is recaptured and reused. San Jose has banned car washing at home with potable water. (Lauren Sommer/KQED)\u003c/figcaption>\u003c/figure>\n\u003cp>The recycling system cost $90,000 to purchase and install, but the business is seeing a return in lower water bills. “When we bought it three years ago, I don’t think anyone thought we’d be in a drought in 2015,” Wheeler said.\u003c/p>\n\u003cp>But alongside industries getting flush from the drought, are others on the losing end–including one that’s a symbol of the California dream.\u003c/p>\n\u003cp>\u003cstrong>Backyard Pools Run Dry\u003c/strong>\u003c/p>\n\u003cp>“Pretty much every customer asks about the drought,” said Marc Hannigan as he walked through the showroom of Royal Pools in San Jose where several pools are on display.\u003c/p>\n\u003cp>He said his customers are asking, “is there gonna be enough water to fill my pool?”\u003c/p>\n\u003cp>There’s reason to ask: at least 30 California water agencies and cities, including San Jose, Dublin and Morgan Hill, have passed drought rules about pools. Most have banned filling new pools with potable water. Others are considering bans now, which doesn’t surprise Hanngian. He says pools are an easy target.\u003c/p>\n\u003cp>“It is very symbolic and it looks good: banning swimming pools,” he said. “Because people assume they are a huge water user. But swimming pools don’t waste water like people think they do.”\u003c/p>\n\u003cp>Hanngian is referring to a \u003ca href=\"http://www.capradio.org/articles/2015/05/13/california-pool-construction-soars-during-drought/\">commonly cited analysis\u003c/a> done by the Santa Margarita Water District, comparing the water use of backyard pools to landscaping. A new built-in pool can require 20-to-30,000 gallons to fill up. After that, it uses much less. According to the study, a pool, especially with a cover, can use less than a lawn does over time, but it takes three to five years to reach the break-even point.\u003c/p>\n\u003cp>Hannigan has been repeating this at as many city council meetings as he can get to, like in Morgan Hill a few weeks ago. “A couple of the members said, ‘You’ve made some very compelling arguments here and we’ll have to reconsider this,’” he said. “Whether that will happen or not is up in the air.”\u003c/p>\n\u003cp>\u003c/p>\u003cp>\u003c/p>\u003cp>\u003c/p>\n\u003cp>“We’re fine with them cutting back and restricting the number of permits they offer,” said Hannigan. “That’s a fair way to go about this.”\u003c/p>\n\u003cp>Filling new pools is a small slice of the overall water use in most water districts. In the city of Dublin, new pools account for just a tiny fraction of one percent of the use. But the Dublin San Ramon Services District prohibits filling new pools because they’re considered a non-essential use of water.\u003c/p>\n\u003cp>“The tens of thousands of gallons that it takes to fill a pool may not matter much in aggregate,” said San Jose Mayor Sam Liccardo. “But to build new pools and create demand for something that is not critical in terms of need simply does not move us forward in our water conservation goals.”\u003c/p>\n\u003cp>“We’re all in this thing together and that means we all need to tighten our belts and in some ways, that’s not always comfortable,” he said.\u003c/p>\n\u003cp>The pool industry says it’s already feeling uncomfortable.\u003c/p>\n\u003cp>“What we don’t know is how many people aren’t calling,” Hannigan said. “How many people want a pool and are waiting, after four or five years of recession? Now they have the money and wherewithal to put a pool in and they’re not calling.”\u003c/p>\n\u003cp>\u003cstrong>Making the Public Feel the Drought\u003c/strong>\u003c/p>\n\u003cp>As water agencies put together their own mix of water conservation rules, many are having to walk the line between water savings and behavioral psychology.\u003c/p>\n\u003cp>“As agencies are trying to meet some of the restrictions, in some cases up to 36 percent, they’re going to have to cut a lot of things,” said Heather Cooley of the Pacific Institute, a water think tank in Oakland. “And so every bit is going to help.”\u003c/p>\n\u003cp>But in water districts that have low conservation targets, some rules are less about saving water and more about getting the public’s attention, like the one that \u003ca href=\"http://m.sfgate.com/bayarea/article/California-drought-State-approves-sweeping-6139559.php\">prevents restaurants from serving water\u003c/a> unless customers ask for it.\u003c/p>\n\u003caside class=\"alignleft\">\n\u003ch3>Required Water Cuts by Utility\u003c/h3>\n\u003cp>\u003ca href=\"http://ww2.kqed.org/lowdown/2015/06/03/what-mandatory-water-cuts-in-cities-throughout-california-look-like-in-three-interactive-maps/\" target=\"_blank\" rel=\"noopener\">See California’s water cuts by region\u003c/a>:\u003c/p>\n\u003cfigure>\u003ca href=\"http://ww2.kqed.org/lowdown/2015/06/03/what-mandatory-water-cuts-in-cities-throughout-california-look-like-in-three-interactive-maps/\">\u003cimg decoding=\"async\" class=\"aligncenter size-full wp-image-15920\" src=\"http://ww2.kqed.org/science/wp-content/uploads/sites/35/2015/05/winners_losers_map.jpg\" alt=\"\">\u003c/a>\u003c/figure>\n\u003c/aside>\n\u003cp>“It’s showing people that we are in a drought,” said Cooley. “That we need to be thinking about all the different ways we use water.”\u003c/p>\n\u003cp>By making everyday Californians feel the pain, Cooley said, they’re more likely to step up and make lasting changes, like putting in drought-friendly landscaping.\u003c/p>\n\u003cp>“In every city, lawns are sort of standard when a new area is put in, when a street median is put in,” she said. “And so that has to change and this drought, I think, is really going to drive that change.”\u003c/p>\n\u003cp>The more permanent changes, like taking out lawns and installing more efficient water appliances, will make conservation easier when the next drought rolls around.\u003c/p>\n\u003cp>“This isn’t something that’s going to go away when this drought ends,” she said. “This is really what our future is going to look like and so we need to be thinking and re-evaluating how we use and manage water.”\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>State regulators expect to release data about how well – or poorly – water agencies are saving water in mid-July.\u003c/p>\n\n\u003c/div>\u003c/p>","attributes":{"named":{},"numeric":[]}}],"link":"/science/30615/car-washes-and-pools-winners-and-losers-of-californias-drought","authors":["239"],"series":["science_1151"],"categories":["science_35","science_40","science_43","science_98"],"tags":["science_704","science_205","science_572","science_64","science_201"],"featImg":"science_30617","label":"science_1151"},"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"}},"programsReducer":{"possible":{"id":"possible","title":"Possible","info":"Possible is hosted by entrepreneur Reid Hoffman and writer Aria Finger. Together in Possible, Hoffman and Finger lead enlightening discussions about building a brighter collective future. The show features interviews with visionary guests like Trevor Noah, Sam Altman and Janette Sadik-Khan. Possible paints an optimistic portrait of the world we can create through science, policy, business, art and our shared humanity. It asks: What if everything goes right for once? How can we get there? Each episode also includes a short fiction story generated by advanced AI GPT-4, serving as a thought-provoking springboard to speculate how humanity could leverage technology for good.","airtime":"SUN 2pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Possible-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.possible.fm/","meta":{"site":"news","source":"Possible"},"link":"/radio/program/possible","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/possible/id1677184070","spotify":"https://open.spotify.com/show/730YpdUSNlMyPQwNnyjp4k"}},"1a":{"id":"1a","title":"1A","info":"1A is home to the national conversation. 1A brings on great guests and frames the best debate in ways that make you think, share and engage.","airtime":"MON-THU 11pm-12am","imageSrc":"https://ww2.kqed.org/radio/wp-content/uploads/sites/50/2018/04/1a.jpg","officialWebsiteLink":"https://the1a.org/","meta":{"site":"news","source":"npr"},"link":"/radio/program/1a","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?s=143441&mt=2&id=1188724250&at=11l79Y&ct=nprdirectory","tuneIn":"https://tunein.com/radio/1A-p947376/","rss":"https://feeds.npr.org/510316/podcast.xml"}},"all-things-considered":{"id":"all-things-considered","title":"All Things Considered","info":"Every weekday, \u003cem>All Things Considered\u003c/em> hosts Robert Siegel, Audie Cornish, Ari Shapiro, and Kelly McEvers present the program's trademark mix of news, interviews, commentaries, reviews, and offbeat features. Michel Martin hosts on the weekends.","airtime":"MON-FRI 1pm-2pm, 4:30pm-6:30pm\u003cbr />SAT-SUN 5pm-6pm","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/All-Things-Considered-Podcast-Tile-360x360-1.jpg","officialWebsiteLink":"https://www.npr.org/programs/all-things-considered/","meta":{"site":"news","source":"npr"},"link":"/radio/program/all-things-considered"},"american-suburb-podcast":{"id":"american-suburb-podcast","title":"American Suburb: The Podcast","tagline":"The flip side of gentrification, told through one town","info":"Gentrification is changing cities across America, forcing people from neighborhoods they have long called home. Call them the displaced. Now those priced out of the Bay Area are looking for a better life in an unlikely place. American Suburb follows this migration to one California town along the Delta, 45 miles from San Francisco. But is this once sleepy suburb ready for them?","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/American-Suburb-Podcast-Tile-703x703-1.jpg","officialWebsiteLink":"/news/series/american-suburb-podcast","meta":{"site":"news","source":"kqed","order":"13"},"link":"/news/series/american-suburb-podcast/","subscribe":{"npr":"https://rpb3r.app.goo.gl/RBrW","apple":"https://itunes.apple.com/WebObjects/MZStore.woa/wa/viewPodcast?mt=2&id=1287748328","tuneIn":"https://tunein.com/radio/American-Suburb-p1086805/","rss":"https://ww2.kqed.org/news/series/american-suburb-podcast/feed/podcast","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkMzMDExODgxNjA5"}},"baycurious":{"id":"baycurious","title":"Bay Curious","tagline":"Exploring the Bay Area, one question at a time","info":"KQED’s new podcast, Bay Curious, gets to the bottom of the mysteries — both profound and peculiar — that give the Bay Area its unique identity. And we’ll do it with your help! You ask the questions. You decide what Bay Curious investigates. 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You can also visit the MindShift website for episodes and supplemental blog posts or tweet us \u003ca href=\"https://twitter.com/MindShiftKQED\">@MindShiftKQED\u003c/a> or visit us at \u003ca href=\"/mindshift\">MindShift.KQED.org\u003c/a>","imageSrc":"https://cdn.kqed.org/wp-content/uploads/2024/04/Mindshift-Podcast-Tile-703x703-1.jpg","imageAlt":"KQED MindShift: How We Will Learn","officialWebsiteLink":"/mindshift/","meta":{"site":"news","source":"kqed","order":"2"},"link":"/podcasts/mindshift","subscribe":{"apple":"https://podcasts.apple.com/us/podcast/mindshift-podcast/id1078765985","google":"https://podcasts.google.com/feed/aHR0cHM6Ly9mZWVkcy5tZWdhcGhvbmUuZm0vS1FJTkM1NzY0NjAwNDI5","npr":"https://www.npr.org/podcasts/464615685/mind-shift-podcast","stitcher":"https://www.stitcher.com/podcast/kqed/stories-teachers-share","spotify":"https://open.spotify.com/show/0MxSpNYZKNprFLCl7eEtyx"}},"morning-edition":{"id":"morning-edition","title":"Morning Edition","info":"\u003cem>Morning Edition\u003c/em> takes listeners around the country and the world with multi-faceted stories and commentaries every weekday. 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On Our Watch brings listeners into the rooms where officers are questioned and witnesses are interrogated to find out who this system is really protecting. 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stories\u003c/a> we’ve produced.\u003c/em>\r\n\r\n\u003cstrong>Relief at Last\r\n\u003c/strong>\r\n\r\nIn early April, after more than five years of the most withering drought on record, California Governor Jerry Brown finally lifted the emergency drought order he issued in January of 2014. 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