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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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.

This story first appeared on Long Beach Post.

From his veranda on the Peninsula, VR Venkataraman gets a front-row seat as wave after wave fueled by Tropical Storm Rachel slams the bulkhead and sprays upwards, more than two stories into the air.

For now, his defenses are holding.

In recent days, city officials and work crews reinforced the bulkhead with 12-by-2 boards and added vertical columns supported by wooden braces, riveted into the boardwalk at the angles Venkataraman determined would provide the most support. He’s not an engineer, but he’s acting like one to protect his Seaside Walk home.

“I did the geometry, figured it out, taught the crew how to do it, and did one with them,” said Venkataraman, a former doctor who now owns an Indian-Mexican fusion cafe. “I’m a human being with adequate knowledge and experience of life. That’s all.”

He is one of many Long Beach Peninsula residents taking swift, creative action in an attempt to save their homes after high surf and tides from multiple storms have eroded beaches and battered properties along the coast. On Saturday, though some residents expressed frustration that there wasn’t more preventative action ahead of this fall’s extreme weather, they said they appreciated how the city has sprung into action and partnered with them to salvage whatever they can. Venkataraman praised Jake Heflin with the fire department and Cory Forrester of Parks, Recreation and Marine for their work to help him harden his property, as well as the support provided by Councilmember Kristina Duggan.

“It’s a process of learning,” Venkataraman said.

On Saturday, city crews continued to shore up beaches where sand was washed away as surf driven by Hurricane Marie pounded the Peninsula last month. By morning, sand berms were piled up ahead of high tide. Other emergency repairs included pumping water off streets and filling in the exposed bulkhead with 1,000 sandbags. Storm drains appeared clear and were able to receive water from flooded streets.

“In an emergency, we act. We spend the money we need to. We protect life and safety, but then we record all of those costs,” City Manager Tom Modica said at a press conference Saturday afternoon.

More than $1 million in one-time costs has already been spent so far, he said. The city will aggressively pursue funding from other sources as it undertakes a seven-part plan for near- and long-term resiliency, Modica said. The city is currently in conversation with the governor’s Office of Emergency Services, he added.

More than $1 million spent so far

Venkataraman was not prepared last month when high surf rushed into his ground floor and dumped more than a foot of sand, rubble and shells into his crawl space, he said. He was forced to rip out several feet of drywall and air out his home with 66 heaters and 18 dehumidifiers from Home Depot.

His first floor was still torn up when powerful waves charged by Tropical Storm Rachel arrived at his door again this week. But this time, he knew he had to take quicker preventative action. He reinforced the planter on his lower level with wood and sandbags and bolstered the bulkhead with various supports.

Though he and his family evacuated and are staying in another home they own, he has been returning to his Peninsula residence during high tides to check on the reinforcements and evaluate what else needs to be done.

He said he now hopes to reinforce the bulkhead on the ocean side, adding 2-by-4 planks for stability. And he said he will continue to periodically tighten the rivets on the support beams, as they loosen with each wall of water that crashes down.

Caught off guard by Hurricane Marie

Other residents have also stepped in to buttress the bulkhead. On Friday, the sand berm protecting 62nd Place washed away, and waves “brought the whole ocean and sand down the street,” said Marc Moore, who lives there. Once the water had receded, he started picking up 10-foot pieces of wood and digging them into the sand near the bulkhead — a DIY solution in the hopes of taking a bit of power out of each swell. “Every wave you can stop might protect somebody’s home,” he said. He added the city should have done more to avoid this current disaster, but now they were fully activated and working closely with residents.

The worst may be yet to come

Some residents said they were anxious for what was to come throughout the weekend; the National Weather Service issued a coastal flood warning and a high surf advisory on Sunday as rainy weather set to arrive threatened more damage. Flooding impacts could be the most significant the region has seen this season, according to the NWS.

Eight properties were red-tagged as too dangerous for residents to remain, and several structures noticeably creaked and sagged as the waves continued to hit. City officials said they expect the coastal erosion and property damage to worsen on Sunday and throughout the El Niño season.

Still, Venkataraman and his neighbors remained hopeful and focused on action.

“It may be a losing battle,” Venkataraman said, adding he is not ready to give up. “I’m a warrior. I will fight until the bitter end.”

Police officers in cities across the U.S. are quick to extol the virtues of real-time crime centers as a game changer that helps them find missing children, monitor large events from the skies and scope out dangerous scenes before putting an officer in harm's way.

Hundreds of police departments have one of these central hubs, which have existed for years. But many are now being powered with AI software, such as Fusus, from the public-safety technology giant Axon.

Fusus, by Axon's own description, is a "rapidly deployable real-time crime center in the cloud." It functions like the brain of a crime center, synthesizing the data it pulls in and allowing police command centers to watch an entire city from one place.

Flock cameras, the automated license plate readers (ALPRs), have faced intense backlash in recent months amid stories of abuse. Yet privacy experts say they're just the tip of the iceberg when it comes to police surveillance.

"I have been watching the debate about Flock with a little bit of puzzlement," says Andrew Guthrie Ferguson, a law professor at George Washington University. "Because real-time crime centers have not just ALPR cameras and sensors, but video analytics and drones and essentially a way to create a visual single-pane-of-glass vision of what's going on in a city, with time machine capabilities where you can go back and investigate crime."

How AI-powered software fuels real-time crime centers

Tools like Axon Fusus, which is a leader in this type of software, also pull in footage and data from police body cameras, law enforcement dashcams, 911 dispatch, gunshot detectors and surveillance cameras, including sometimes those of private businesses that opt in.

Its use is growing fast. In 2024, the technology news site 404 Media reported that just over 100 law enforcement agencies had deployed Fusus, which was then its own company and was acquired by Axon that year. The number of law enforcement agencies using the tool has more than doubled since then, according to Axon.

Police officers in departments that use Fusus told NPR that the tool serves as a time-saver and a force multiplier for their agencies.

"We could put analysts in a room and have them access 40 different systems," says Benjamin Weir, a captain with the Oklahoma City Police Department. "But that slows them down. So the biggest leveraging factor for a real-time information center to be productive is to have software that can incorporate all these things into one usable area."

Quincy Whitner, a lieutenant with the Greenville County Sheriff's Office in South Carolina, says Fusus helped his department find a man who shot a police officer and fled the scene, by combining city surveillance footage with license plate data.

"Instead of having to go to a million different systems, a million different places to find answers, we can get it in one platform in one place somewhat instantaneously," says Whitner.

Privacy concerns when surveillance is easy

But that push-of-a-button mentality is exactly what makes privacy experts nervous.

Rachel Levinson-Waldman, director of the Liberty and National Security Program at New York University's Brennan Center for Justice, says even a few decades ago, there were more hurdles to overcome when police officers wanted to surveil members of the community. They might have to physically follow someone or do a stakeout. It took time, staffing and resources.

"In addition to all of the things that you would want in place requiring some kind of criminal predicate to launch it, there is just this kind of organic friction that imposes some constraints," she says. "As that friction gets lifted, it becomes easier and easier to do investigations, to look at people and even to pull up broad-scale information."

Police told NPR that they understand those concerns but that the good — the potential for stopping and solving crime — outweighs the bad — the potential for misuse and mass surveillance.

"I understand people's concerns, but if you're not up to no good, we're not looking at you. We are looking at people who are committing crimes," says Michelle Iezzi, deputy director of the Operational Intelligence Division at the Montgomery County Police Department in Maryland.

Axon did not respond to multiple requests for comment. But CEO Rick Smith said on the latest earnings call that the company strongly values privacy: "We just have to be thoughtful and understand those concerns and say, 'Look, this is a tool to amplify human ability, not to replace human judgment.'"

But there is broad potential for abuse when a police department is always watching, privacy experts say; surveillance technology can sweep up innocent people by mistake, and it can enable targeting.

"What happens if there is a government that wants to silence a particular group or even a particular person? And you just built the architecture of surveillance that makes that super-easy," says Ferguson, the George Washington University law professor.

Courts are moving slowly in deciding when or if this kind of surveillance crosses a constitutional line. In the meantime, Ferguson says, lawmakers could act by limiting how long data is stored, for instance, mandating regular audits or restricting surveillance near sensitive sites like abortion clinics or immigration courts.

He says those conversations should be happening before a tool ever is used.

Copyright 2026 NPR

Once a year Crenshaw Boulevard comes alive with music, food and celebration at the Taste of Soul Family Festival. What organizers bill as Southern California’s “largest free street festival,” now in its 21st year, takes over nearly three miles between Obama Boulevard and Stocker Street on Saturday, Oct.17.

Come on in, it’s free

Crowds fill Crenshaw Boulevard at Taste of Soul.

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And “free” is the operative word.

“At Coachella, it's $500 a ticket. At Taste of Soul, you come free,” said Pamela Bakewell with Bakewell Media, the festival's organizer.

Danny J. Bakewell Sr. — chairman of the organization and Pamela’s brother — pitched the festival to then-L.A. Mayor Antonio Villaraigosa.

“He went to him and said, ‘Look, if they can do these things in New Orleans, then why can't we do it in Los Angeles?’”

Tiffany Haddish with Danny J. Bakewell Sr. at Taste of Soul 2025.

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That first festival in 2005 drew about 25,000 people, according to organizers. Now, some 350,000 people attend every year.

A world of vendors

Organizers say the festival has become an economic boost for small businesses in Southern California, featuring over 100 food vendors of serving a variety of cuisines.

A food vendor cooks at Taste of Soul 2018.

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“It's the biggest event that I do all year,” said Brian McMillan, owner of The Kobbler King in South L.A. “People place orders after the event. They taste the cobbler;  it sets us up for Thanksgiving.”

McMillan has been a vendor at Taste of Soul for 20 years.

Montell Jordan performs on the KJLH Music Stage at Taste of Soul 2025.

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“You got food from all over. I have a friend from East Africa; his food is some of the best food I've ever had, and it's extremely healthy,” McMillan said.

And plenty more to see

Visitors and staff at the Watts Healthcare tent during Taste of Soul 2025.

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McMillan said he relishes seeing different generations of neighbors and customers come by to say hello and get some cobbler.

“It's like a family reunion, and I think that's very important because you don't see that with too many festivals at all.”

Long Beach is famously surrounded by a breakwater to protect its harbor, but that massive barrier hasn’t been able to shield homes on the city’s Peninsula from hurricane-charged swells recently.

Over the last few weeks, strong waves have repeatedly stripped away sand, broken through a boardwalk bulkhead and threatened to collapse beachside homes by clawing away the sand underneath them. All of this keeps happening in a narrow stretch of homes along the Peninsula, mostly between 62nd and 69th places.

Those few blocks are vulnerable to swells coming from the south because of an opening in the breakwater and jetty that allows boat access to Alamitos Bay.

In order to protect those homes, Long Beach typically builds a sand berm to block waves. When waves rip it away, the breakwater keeps it from washing out to sea, and it instead piles up to the west near downtown (a phenomenon called littoral drift.) The city spends $1 million to $1.5 million a year on trucking that sand back to the Peninsula and rebuilding the beach.

This year, it hasn’t been enough.

El Niño’s warm waters have supercharged high tides. That, combined with hurricane-driven waves coming up from the south, has stripped so much sand away from the Peninsula’s beach that the wooden bulkhead under the coastal boardwalk has been exposed.

At high tide, breakers now slap directly against the wood, repeatedly splintering it.

The city is hoping to soon start a $11.4 million dredging project to gather enough sand to rebuild the beach and protect the boardwalk, but that can’t happen while it’s getting pounded by the surf.

There may be some relief soon. Hurricane season in the eastern Pacific runs from mid-May through November. Hurricanes later in the year are much more likely to form in the western Pacific — as opposed to the southeast — and the federal breakwater that shields Long Beach’s harbor blunts the swells that originate from the west. That’s why much of California’s western coast may still see dangerous waves through the winter, though Long Beach is usually safe.

To bolster the Peninsula’s defenses, Long Beach is now considering a $6.8 million plan to build a rock revetment — a wall of boulders that would sit behind the beach as a backup.

This aerial view of the Peninsula was included in a city report on ways to replenish its sand.

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City of Long Beach

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via Long Beach Post

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But for a long-term solution, officials say it may cost $150 million to $350 million for a full habitat and shoreline restoration — funded partly by state mitigation credits.

It’s the kind of project that would take massive amounts of approvals and planning and likely some delays. The city council, for now, has approved $30,000 to look into it further.