The Brief

California will have to build public charging stations at an unprecedented — and some experts say unrealistic — pace to meet the needs of the 7 million electric cars expected on its roads in less than seven years.

The sheer scale of the buildout has alarmed many experts and lawmakers, who fear that the state won’t be prepared as Californians purchase more electric cars.

A million public chargers are needed in California by the end of 2030, according to the state’s projections — almost 10 times more than the number available to drivers in December. To meet that target, 129,000 new stations — more than seven times the current pace — must be built every year for the next seven years. Then the pace would have to accelerate again to reach a target of 2.1 million chargers in 2035.

A robust network of public chargers — akin to the state’s more than 8,000 gas stations — is essential to ensure that drivers will have the confidence to purchase electric vehicles over the next several years.

“It is very unlikely that we will hit our goals, and to be completely frank, the EV goals are a noble aspiration, but unrealistic,” said Stanford professor Bruce Cain, who co-authored a policy briefing detailing California’s electric vehicle charging problems. “This is a wakeup call that we address potential institutional and policy obstacles more seriously before we commit blindly.”

Under California’s landmark electric car mandate, a pillar of Gov. Gavin Newsom’s climate change agenda, 68% of all new 2030 model cars sold in the state must be zero emissions, increasing to 100% for 2035, when 15 million electric cars are expected in California.

“We’re going to look really silly if we are telling people that they can only buy electric vehicles, and we don’t have the charging infrastructure to support that,” said Assemblymember Jesse Gabriel, a Democrat from Encino who introduced a package of unsuccessful bills last year aimed at expanding access to car chargers.

“We are way behind where we need to be,” Gabriel told CalMatters.

Big obstacles stand in the way of amping up the pace of new charging stations in public places. California will need billions of dollars in state, federal and private investments, streamlined city and county permitting processes, major power grid upgrades and accelerated efforts by utilities to connect chargers to the grid.

State officials also are tasked with ensuring that charging stations are available statewide, in rural and less-affluent areas where private companies are reluctant to invest, and that they are reliable and functioning whenever drivers pull up.

In Pacific Gas & Electric’s vast service area, home to 40% of all Californians, electric car purchases are moving twice as fast as the buildout of charging stations, said Lydia Krefta, the utility’s director of clean energy transportation. Californians now own more than 1.5 million battery-powered cars.

Patty Monahan, who’s on the Energy Commission, the state agency responsible for funding and guiding the ramp-up, told CalMatters that she is confident that California can build the chargers its residents need in time.

The agency’s estimate of the current chargers is likely an undercount, she said. In addition, fast-charging stations could play a bigger role than initially projected, meaning hundreds of thousands of fewer chargers might be needed. Also, as the ranges and charging speeds on cars improve, there may be less demand for public chargers.

“California has a history of defying the odds,” Monahan said. “We have a history of advancing clean cars, clean energy, writ-large. We have naysayers left and right saying you can’t do it, and then we do it.”

Barriers to private investments: an uncertain marke

On a September day last year, Monahan spoke behind a podium in the parking lot of a Bay Area grocery store. A row of newly constructed car chargers rose behind her.

“Let’s celebrate for a moment,” she said.

California had met its goal of 10,000 fast electric chargers statewide — two years ahead of a target set in 2018.

California Energy Commissioner Patty Monahan speaks during the launch of an EVgo fast charging station in Union City on Sept. 25, 2023.

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Loren Elliott

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CalMatters

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Fast chargers like the new ones at the grocery store are increasingly seen as critical to meeting the needs of drivers. They can power a car to 80% in 20 minutes to an hour, while the typical charger in use today, a slower Level 2, takes from four to 10 hours.

But installing and operating fast chargers is an expensive business — one that doesn’t easily turn a profit.

Nationwide each fast charger can cost up to $117,000, according to a 2023 study. And in California, it could be even more — between $122,000 and $440,000 each, according to a separate study, although the Energy Commission said the range was $110,000 to $125,000 for one of its programs.

Most of America’s publicly traded charger companies have been forced to seek more financing, lay off workers and slow their network build outs, analysts said. EVgo, for instance, has seen its share price crater, as has ChargePoint, which specializes in selling the slower, Level 2 hardware.

California stands apart from other states — it has by far the most chargers and electric car sales, and more incentives and policies encouraging them.

Tesla, America’s top-selling electric car manufacturer, dominates fast-charging in both California and the U.S. — but the company didn’t get into the business to sell charges to drivers; it got into the charger business to sell its electric cars. Initially Tesla Superchargers were exclusive to its drivers, but starting this year other EV drivers can use them after Tesla provided ports to Ford and other automakers.

Tesla’s manufacturing prowess, supply chain dominance and decade-plus of experience with fast chargers have given it an edge over competitors — a coterie of unprofitable, publicly traded startups, as well as private companies that often benefit from public subsidies, according to analysts.

“All the automakers joined forces with their biggest competitor,” said Loren McDonald, chief executive of the consulting firm EVAdoption. “If that doesn’t tell you how bad fast-charging networks and infrastructure were, I don’t know what else does.”

Tesla vehicles charge at a Supercharger lot in Kettleman City on June 23, 2024.

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Larry Valenzuela

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Now Tesla is showing uncertainty about the future of its charging business amid slumping car sales, and eliminated nearly its entire 500-member Supercharger team in April. Then chief executive Elon Musk said in May that he would spend $500 million to expand the network and hired back some fired workers.

In California, Electrify America, a privately held company, was created by Volkswagen as a settlement for cheating on emissions tests for its gas-powered cars. The company is spending $800 million on California chargers, building a robust network of 260 stations, with more than half in low-income communities, including the state’s worst charging desert, Imperial County.

The problem is Electrify America was ranked dead last in a consumer survey last year, and its chargers have been plagued by reliability problems and customer complaints. The California Air Resources Board in January directed Electrify America to “strive to achieve charger reliability consistent with the state of the industry.” A company spokesperson said the dissatisfaction showed “an industry in its growth trajectory.” There are signs of improvement, based on consumer data from the first three months of this year.

Startups continue to jump into the charging business, with the number of companies offering fast chargers growing from 14 in 2020 to 41 in 2024, EVAdoption said. Seven carmakers formed a $1 billion venture to build a 30,000-charger network in North America. And gas stations such as Circle K are offering more charging because electric car customers spend more time shopping while waiting for their rides to juice up.

But the realization that charging is a costly business has set in on Wall Street, and that doesn’t seem likely to change anytime soon. “Can public EV fast-charging stations be profitable in the United States?” the consultancy McKinsey & Company asked.

“The fervor, the excitement from the investor base, has definitely dwindled quite a bit, given the prospects that EV adoption in the U.S. is going to be slower, revenue growth is really slower, the path to profitability is going to be slower, and they might need more capital than everyone originally expected,” said Christopher Dendrinos, a financial analyst who covers electric car charging companies for the investment bank RBC Capital Markets.

The stakes are high for California when it comes to encouraging investments in expensive fast chargers: If 63,000 additional ones were built, California might need 402,000 fewer slower Level 2 chargers in 2030, according to an alternative forecast by the Energy Commission.

Billions of public dollars: Will it be enough?

Nationwide $53 billion to $127 billion in private investments and public funding is needed by 2030 to build chargers for about 33 million electric cars, according to a federal estimate. Of that, about half would be for public chargers.

Congress and the Biden administration have set aside $5 billion for a national network of fast chargers. So far only 33 in eight locations have been built, but more than 14,000 others are in the works, according to the Federal Highway Administration. California’s share of the federal money totals $384 million; about 500 fast chargers will be built with an initial $40.5 million, said Energy Commission spokesperson Lindsay Buckley.

In addition, the state has spent $584 million to build more than 33,000 electric car chargers through its Clean Transportation Program, funded by fees drivers pay when they register cars. The Legislature extended that program for an additional decade last year.

Newsom has committed to spending $1 billion through 2028 on chargers with his “California Climate Commitment,” Buckley said. But this year Newsom and the Legislature trimmed $167 million from the charger budget as the state faces a record deficit. A lobbyist for the Electric Vehicle Charging Association said “the state pullback sends a very challenging message” to the industry.

California’s commitment to charger funding is “solid,” despite the cuts, Buckley said. They have not yet estimated the total investment needed in California to meet the targets.

But Ted Lamm, a UC Berkeley Law researcher who studies electric car infrastructure, said the magnitude of building what California needs in coming years likely dwarfs the public funding available.

State and federal programs will “only fund a fraction,” and the state needs to spend that money on lower-income communities, he said.

Another possible funding source is California’s Low Carbon Fuel Standard, which is expected to be revised in November. The program requires carbon-intensive fuel companies to pay for cleaner-burning transportation. Utilities get credits and use that money to pay for chargers, rebates to car buyers and grid improvements, said Laura Renger, executive director of the California Electric Transportation Coalition, which represents utilities.

“I think with that, we would have enough money,” Renger said. She said the program’s overhaul could help utilities invest “billions” in chargers and other electric car programs over the next two decades.

Backlogged local permits and grid delays 

One of the biggest barriers to more chargers isn’t money. It’s that cities and counties are slow to approve plans for the vast number of stations needed.

State officials only have so much political power to compel local jurisdictions to do what they want — a reality made abundantly clear by the housing crisis, for instance. California relies on grants and persuasion to accomplish its goals, and the slow buildout of chargers shows how those strategies can fall short, said Stanford’s Cain.

“The locals cannot be compelled by regulatory agencies to make land and resources available for what the state wants to achieve,” Cain said.

The same obstacles have marked the state’s broader effort to electrify California and switch to clean energy. Local opposition and environmental reviews sometimes hold up large solar projects and transmission projects for years.

California has created a “culture of regulation that emphasizes the need to be extra careful and extra perfect, but this takes an incredible amount of time,” Steve Bohlen, senior director of government affairs at Lawrence Livermore National Laboratory, said last month at the inaugural hearing of the state Assembly’s Select Committee on Permitting Reform.

“We’re moving into a period of rapid change, and so perfect can’t be the enemy of the good.”

Workers install a transformer to power electric car chargers in Calexico

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Adriana Heldiz

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Chargers aren’t as complicated as large-scale solar or offshore wind projects. But most chargers installed in public spaces do need a land-use or encroachment permit, among other approvals. California has passed laws requiring local jurisdictions to streamline permits for chargers. What’s more, the Governor’s Office of Business Development now grades cities and counties using a scorecard and maintains a map displaying who has, or hasn’t, made life easier for car charger builders. But these strategies only go so far.

“It doesn’t matter how many requirements you put on (local governments),” Lamm said. “If they just don’t have the time in the day to do it … it’s going to sit in the backlog, because that’s how it works.”

The delays have consequences. Getting a station permitted in California, on average, takes 26% longer than the national average, Electrify America reported. Designing and constructing a station in California can cost on average 37% more than in other states because of delays in permitting and grid connections. A utility on average takes 17 weeks after work is completed to connect chargers to the grid, Electric America said.

Powering large charging projects often requires grid upgrades, which can take a year or more for approval, said Chanel Parson, a director at Southern California Edison. Supply chain issues also make getting the right equipment a challenge.

Edison, which has a 10-year plan to meet expected demand, has asked the utilities commission for approval to upgrade the grid where it anticipates high charging demand.

“Every EV charging infrastructure project is a major construction project,” Parson said. “There are a number of variables that influence how long it takes to complete the project.”

Impatient with broken chargers, bad service

Inspired to help the nation reduce its dependence on fossil fuels, Zach Schiff-Abrams of Los Angeles bought a Genesis GV60. As a renter, he has relied on public charging, primarily using Electrify America stations — and that’s been his biggest problem about owning an electric car.

Charging speeds have been inconsistent, he said, with half-hour sessions providing only a 15 to 30% charge, and he often encounters broken chargers.

“I believe in electrical, so I’m really actually trying to be a responsible consumer,” Schiff-Abrams said. “I want to report them when they’re down, but the customer service is horrible.”

For years, the reliability of charging networks has been a well-documented problem. Only 73% of fast chargers in the San Francisco Bay Area were functional in a 2022 study. The growth of the EV market has put increasing strain on public charging stations, a consumer survey found.

In January, the California Air Resources Board approved a final $200 million spending plan for Electrify America — but not before board chair Liane Randolph scolded its CEO.

Randolph — arguably one of America’s top climate regulators — told CEO Robert Barrosa about an exchange she had with his company’s customer service line after finding a broken charger at a station along Interstate-5.

“It didn’t work,” Randolph said during the board meeting. “Called the customer service line, waited like 10-ish minutes. …(The charger) was showing operable on the app and the guy goes, ‘oh, my data is showing me that it has not had a successful charge in three days.’”

“These issues are not easy,” Barrosa responded. “Our head is not in the sand,” he told board members earlier. “We are listening to customers.”

But Randolph, addressing journalists at a conference in Philadelphia, pushed back against the idea that because the transition to electric vehicles is happening gradually that it’s a failure. Many people will rely on charging at home or work, and batteries are becoming more efficient.

“The infrastructure is continuing to be rolled out at a rapid pace,” Randolph said. “It doesn’t all have to be perfect instantly. It’s a process. And it’s a process that’s continuing to move.”

Data journalists Erica Yee and Arfa Momin contributed to this report.

An estimated 26,000 children who entered the U.S. without parents or guardians are expected to be left without independent legal representation as soon as Monday, according to lawyers who help represent them.

For more than two decades, the U.S. has been required by law to protect children who cross the border alone, because of fears that they could be easily exploited, abused or trafficked. After children cross the border unaccompanied, they are typically transferred to the Office of Refugee Resettlement (ORR). A network of nearly 100 legal groups helps provide children who arrive in ORR custody with legal services, funded by Congress.

But in November, ORR stopped paying for those legal services, after lawyers declined to provide the agency with confidential information it had requested about the children. The attorneys say that information is covered by attorney-client privilege.

"The government is withholding payment for work that has already been performed in order to extract confidential information about kids, information the government has no right to," Acacia Center for Justice, the nonprofit that manages the legal services contract with ORR, said in a statement on Thursday.

ORR did not renew the contract with the network of legal providers, which expired Friday.

Alexa Sendukas, an attorney at the Galveston-Houston Immigrant Representation Project, one of the organizations that provides legal help to migrant children, said that come Monday, the children may have to represent themselves in court and that most who would have to do that would likely end up being deported.

"We know that without a lawyer, unaccompanied children win the right to stay in the United States less than 1% of the time," said Sendukas. "And they've come to the United States seeking safety and protection. And what this administration is asking us to do now is to turn our backs on them completely. And they will undoubtedly be sent to harmful, dangerous situations. And I worry some will be killed if they lose their lawyers."

A group of legal nonprofits filed a lawsuit last year asking a judge to order the government to pay them for what it is owed — some $65 million — and continue paying them for more services. After going more than eight months without pay from ORR, some legal service providers have had to reduce their staff.

"Due to the loss of funding for children's immigration work, ProBAR laid off more than 20% of its staff this week," Lauren Fisher Flores, the legal director of ProBAR, a project of the American Bar Association that provides legal services to children in ORR care, said in an emailed statement on July 31.

On July 29, Acacia received notice from the federal government that ORR was considering a new contract, potentially with different legal providers. But ORR did not share much more information.

"It is not clear who the new contractor will be. They have not answered the questions that we have put to them," said Bettina Rodriguez Schlegel of Acacia, in response to a question from NPR. "And so there remains a lot of uncertainty and a great deal of concern."

Neither ORR nor the White House responded to NPR's requests for comment about this story.

Almost 1,800 children were in ORR custody in June, according to agency data. ORR has a legal obligation based on a 2008 law to promptly match children with guardians, or "sponsors," in the U.S. who can take care of them. Those children were held in custody for an average of 194 days before being released to sponsors, which lawyers who represent the children say is unusually long and has been detrimental to the health and safety of the children.

For years, lawyers from the network have given presentations for children arriving in ORR care to inform them of their rights and screen them to determine which legal services they are eligible for. Children who are victims of trafficking or abuse, for example, are entitled to special protections. Some of the network's lawyers told NPR they will no longer be able to provide some of those services.

But some of the attorneys say they won't simply abandon the children, even though the contract has not been renewed and they have not been paid by ORR.

"We have an ethical responsibility. We can't just drop a case. If you have a hearing tomorrow, we can't just not show up because the government decided to stop paying us," said Mickey Donovan, the director of legal services at Immigrant Defenders Law Center. "So we'll be there in court on Monday, to introduce ourselves to kids and try to do what we can to prevent their deportation."

Copyright 2026 NPR

The Los Angeles Dodgers have acquired the biggest prize on the trade deadline market, getting two-time reigning AL Cy Young Award winner Tarik Skubal from the Detroit Tigers on Saturday night.

Skubal got the news during the Tigers’ 8-6 win over the Athletics and was emotional after the game as he prepared to leave the team that drafted him in 2018 and developed him into a star to join the two-time defending World Series champions.

“I’m excited to be a Dodger,” he said. “I’m excited to get down there and meet all those guys and chase three championships in a row. That’s hard to do, so I’m so excited to be a part of that. But it’s a lot of different emotions. Definitely kind of a roller coaster a little bit.”

Skubal is the latest star to join the high-priced roster for the Dodgers that already has big-name players like Shohei Ohtani, Yoshinobu Yamamoto and Mookie Betts. If everyone is healthy, he could be part of a rotation with Ohtani, reigning World Series MVP Yamamoto, fellow two-time Cy Young Award winner Blake Snell and Tyler Glasnow. The Dodgers lead the majors with a 3.36 ERA from their starting pitchers and now add Skubal to the mix.

The Dodgers are in first place in the NL West and were already the favorites to become the first team to three-peat since the New York Yankees from 1998-2000 before adding Skubal. They began the season with a $323.3 million opening-day payroll for their 40-man roster and a $163.7 million tax for a $487.1 million total. They will pay Skubal about $9.5 million for the remainder of the season.

ESPN first reported the deal and said the Tigers would receive three minor league prospects in right-handers River Ryan and Brady Smith and outfielder Zyhir Hope.

Skubal is eligible for free agency after the World Series. He has a $32 million salary, a record total in arbitration, after the team offered $19 million, and is expected to sign a massive contract in the offseason.

The 29-year-old lefty said in July that it was his preference to finish the season with the Tigers and to compete for a World Series championship, which has eluded the franchise since 1984. Skubal took the loss in the decisive Game 5 of the division series against Cleveland in 2024 and then got a no-decision in a 15-inning loss to Seattle in Game 5 of the division series last year.

He said it was “very tough” to leave the Tigers having fallen short of the goal of winning a title.

“Ever since that ’24 Game 5, the failure that I experienced on the mound, I’ve used that as fuel to try and bring a World Series to the city of Detroit. I truly did,” he said. “That whole offseason, I’ve never been more motivated and then go in and we lose Game 5 again. That failure kind of sparks some more motivation, just to dig deeper and see how good you can truly be. The goal was always to win a World Series for the city, for the organization that took a chance on me. It’s tough. I love all those guys in there. They’re some of my best friends.”

Detroit planned to contend again this season, bolstering the Skubal-led rotation by giving two-time All-Star pitcher Framber Valdez a $115 million, three-year contract in free agency and retaining three-time All-Star infielder Gleyber Torres with a $22 million deal.

The Tigers, though, got off to a rough start and are currently 2 1/2 games out of the last wild-card spot in the American League.

“It’s crazy. Going into the season, this isn’t what I planned on doing,” Skubal said. “But circumstances change, situations change, and I’m very appreciative of everything the Tigers have done for me.”

They bounced back in June and most of July to get into playoff contention with Skubal leading a rotation and three All-Stars in the lineup: rookie infielder Kevin McGonigle, catcher Dillon Dingler and outfielder Riley Greene.

With a chance to possibly persuade management to keep Skubal by improving its playoff positioning, Detroit lost ground by dropping four of its last five games at home, including Skubal’s last start that was made even more memorable by a late-inning collapse.

The Tigers led Baltimore 7-0 after six innings Wednesday and lost 10-9 in 12 innings. Skubal started the game, recorded his 1,000th career strikeout and was cheered at every opportunity by a crowd of 34,406.

“I’ve watched this guy rise to the top of the sport,” manager A.J. Hinch said. “He’s carried us a lot. I’ll forever be grateful that our paths crossed and the things that he did for this organization and for a couple of playoff teams. His presence, his work ethic, his example, his dominance. There’s so much to go through, it’s hard to capture in one quote or kind of one setting. But I’m very grateful that I was able to manage him for the time that I did.”

Skubal is 7-5 this season with a 2.79 ERA and 116 strikeouts in 96 2/3 innings. He is 61-42 with a 3.04 ERA over seven seasons, all in Detroit. In two postseasons, Skubal is 2-1 with a 2.04 ERA in six starts.

Skubal had a minimally invasive surgery on May 6 to remove a loose body from his pitching elbow and returned to pitch on June 13.

“The way the surgery went is exactly how it was supposed to go,” he said in July.

___

AP Sports Writer Larry Lage in Detroit contributed to this report

Yoko Ono is having her first solo retrospective in Southern California, Yoko Ono: Music of the Mind, at The Broad in downtown Los Angeles.

As part of the survey of her career, a special tribute concert, Yoko Only, featuring artists inspired by Ono, including Yo La Tengo, Tune-Yards and other musicians spanning genres and generations is scheduled for Saturday, Aug. 8.

If you only know Yoko Ono because of that whole Beatles thing ...

The 93-year-old Ono has been a major avant-garde art figure since the 1960s. In one of her most famous works, long considered a cornerstone of feminist art, Ono sat on stage as audience members cut away pieces of her clothing.

Her experimentation spills over into music

In the late 1960s, Ono formed a band of sorts with John Lennon, originally as a conceptual art piece for a show. The Plastic Ono Band featured a rotating cast of members including some jaw-dropping names: Eric Clapton, George Harrison, Ringo Starr and Keith Moon.

Plastic Ono Band

On Dec. 11, 1970, both Ono and Lennon released their respective debut solo albums — John Lennon/Plastic Ono Ban and Yoko Ono/Plastic Ono Band.

Lennon's version — musically stripped down and lyrically raw — was lauded by critics at the time.

Ono's version — where vocal experimentation took center stage — was panned. Here's what music writer Marissa Lorusso said of the album for NPR in 2021.

In the decades since its release, Yoko Ono/Plastic Ono Band has found new appreciation, particularly among musicians the likes of Kim Gordon and Yuka Honda.

'Yoko Only'

Honda, half of the 1990s New York duo Cibo Matto, is the tribute concert's guest curator.

"Everyone from Tune-Yards to Satomi Matsuzaki of Deerhoof to Sylvan Esso, Yo La Tengo, Rufus Wainwright — they all cite Yoko as a major influence on them as artists," said Ed Patuto, The Broad's director of audience engagement, who reached out to ask Honda to participate.

"Her music and her lyrics oftentimes have that poeticism. Yuka has done arrangements that really do this work justice," Patuto continued. "We're gonna introduce Angelenos to Yoko the musical composer."

This story first appeared on Long Beach Post

More than 260 city employees could be laid off and over 200 more vacant positions could be cut in departments ranging from fire and police to homeless services in order to close a $58 million budget gap the city faces next year, according to a budget proposal from Long Beach City Manager Tom Modica released on Thursday.

The $4 billion spending plan, which covers the 2026-27 fiscal year, includes some new spending, including a 12-person High Crime Focus Team and expanded real-time crime center in the Police Department, permanent funding for Fire Engine 17 near Stearns Park, money for replacing traffic signs and sprucing up medians, investments in the city’s police crime lab and a $6.5 million helicopter paid for using forfeited assets and a law enforcement grant.

But the cuts outsize the gains. Layoffs could claim 4% of the city’s nearly 6,000-person workforce, with additional cuts at libraries, parks and the city’s homeless services hub as Long Beach copes with rising personnel costs, soaring legal payouts, a clawback of federal grants and a slowdown in the local economy that has stifled tax revenue.

A range of positions are set to be cut, spanning more than a dozen departments or offices, from managerial roles to rank-and-file employees. It includes fire captains and police lieutenants, analysts and clerks, crossing guards, librarians and investigators, among others. Officials have said the impact will be felt citywide, in the government’s ability to analyze and respond to emerging issues.

A city spokesman noted that police and fire employees losing their jobs will be transferred to open roles elsewhere in the departments, including in a new patrol beat specific to the shoreline. Many other employees will not be as lucky.

How we got here

This is the first time Long Beach has proposed layoffs for employees paid out of its general fund in nearly six years. Dozens of Health Department jobs were cut in 2024, but those positions were tied specifically to the loss of state grant funding and the conclusion of Long Beach Recovery Act pandemic aid.

The past couple of budgets relied on reserve cash to cover their shortfalls and delay layoffs — $7.8 million in fiscal year 2025 and $5.8 million in fiscal year 2024, the latter pulled from COVID recovery funds. But officials say that strategy was short-term and unsustainable.

The city already pulled $27 million from four reserve accounts to close out the current fiscal year, exhausting its operating reserves and taking $16.5 million from its $50.1 million emergency reserve — money set aside specifically for natural disasters and unforeseen crises.

The moves would save $55.9 million, allowing the city to add $9.8 million back to reserves. It currently has only $33.6 million in reserves.

What's on the chopping block

In public safety, the city proposed shutting down Fire Engine 14, which operates out of the station near Colorado Lagoon, to save $3.8 million, citing data showing it responds to the fewest fire calls in the city and 87% of calls received are for paramedics. Officials also proposed converting one engine from permanent staffing to cheaper overtime; in the Police Department, they suggest eliminating 17 vacant patrol officer positions, cutting $2.68 million in police overtime, consolidating part of financial crimes into property crimes, and eliminating 18 investigator roles.

Pressed by the loss of $11 million in county, state and federal funding, the Health Department faces heavy losses, including 79 positions cut — including eight positions within the city homelessness bureau. The reductions will affect programs and agencies that handle medical shuttle services, weekend homelessness outreach, one of the city’s two mobile homeless outreach centers, workforce development and homelessness prevention.

If approved, the proposed budget would also cut more than half of its motel voucher shelter rooms (from 40 to 15) and offer rapid rehousing assistance to 45 fewer households. City leaders said the cuts are targeted to keep all municipal shelter beds open, a crucial need as Long Beach struggles to reduce local homelessness, which rose by 3.7% in the past year.

Programs and services citywide would also see reductions. Hours and days at five city libraries — Bayshore, Burnett, El Dorado, Harte and Michelle Obama — would be cut to five days a week under reduced hours. Teen programming at Chavez Park, summer swim classes at Jordan and Millikan high schools, and the city’s involvement with the afterschool WRAP program are all expected to be eliminated.

An additional 25 positions would be cut by contracting out services for parking collections, school crossing guards and the city’s reprographics office. To offset administrative cuts in Public Works, parking meters would be installed around City Hall, Lincoln Park, the courthouse and Ocean Boulevard, and citywide parking rates would rise from $2 to $3 an hour, with the revenue redirected to street light repairs, solar conversions, weed abatement and median upkeep.

Several departments would also see agencies consolidated, which officials say is part of a necessary restructuring to focus on emerging issues like traffic safety and community health.

What’s next

Workers were informed of potential layoffs as early as Thursday morning. Civil service rules allow for employees with more experience to bump those with fewer years on the job, meaning workers can move within or across departments, displacing colleagues.

The plan is not finalized yet. Going forward, the City Council will deliberate the budget through a series of public meetings, town hall forums and study sessions until final approval, typically at the end of September.

The earliest potential adjustments came Thursday, during Mayor Rex Richardson’s proposed version of the budget that would restore several programs and reinstate 70 positions.

For example, Richardson said he wants to undo the plan for a rotating engine; keep four of the 17 eliminated police patrol positions and two Quality of Life officers, while reinstating $400,000 for officers’ overtime pay; preserve youth programs, and homelessness programs; add new disease prevention and nursing positions; and continue to fund the Office of Equity position that oversees the city’s deportation defense fund while also adding more money to its account. The defense fund currently has $548,000.

Funding, he explained, could come from a line of new sources, like the $7 million to $8 million expected annually from the voter-approved county Measure ER, an updated cost-recovery agreement with the Port of Long Beach for fire services adding $5.9 million and $1.5 million saved from not holding a general election because races were already decided in the June primary.

Sparing no detail on the starkness of the economic picture, officials say it figures to get worse before it gets better. After a $27.3 million deficit expected next year, officials are confident they will have consecutive years of meager surpluses.

Despite the headwinds, they say, Long Beach is on solid footing, with a 17.5% drop in overall crime, with paramedics responding 30 seconds faster than they did last year, with 12% more city shelter beds, thousands of new, high-paying aerospace jobs, and work underway on new streets, bridges — and a very expensive pool — as part of a billion-dollar infrastructure plan ahead of the 2028 Olympics.

The city also welcomed a new amphitheater and an independent baseball team in the past year, and it continues to draw $2 billion in tourism and economic impact — outpacing San Diego, Anaheim, Phoenix, Los Angeles and San Francisco in key hotel use and visitor metrics.

By following the city’s plans, Richardson said Long Beach would achieve a structural surplus by 2028 — the first in more than a decade.

“Our responsibility today is not only to today’s budget, it’s to the long-term financial health of our city and to the thousands of employees who depend on a stable and sustainable organization,” Richardson said. “Our employees deserve to be more than temporary fixes that simply postpone difficult decisions. They deserve a city with a stable financial future. That’s why I believe we have to stay the course.”