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California reserved $165 million for Tesla to electrify its trucking industry. The result may stifle EV innovation

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California reserved 5 million for Tesla to electrify its trucking industry. The result may stifle EV innovation

A California clean-air program, designed to rapidly electrify the state’s truck and bus fleets, has recently faced intense criticism for reserving its largest-ever tranche of funding to subsidize Tesla’s all-electric semi-truck, a largely unproven vehicle with a dubious production timeline.

In the past year, the California Air Resources Board (CARB) and its nonprofit partner CALSTART have set aside nearly 1,000 vouchers, worth at least $165 million, to provide commercial fleets with steep markdowns on the long-delayed Tesla Semi, according to state data obtained by The Times. The battery-powered big rig has been advertised as a groundbreaking freight truck capable of traveling up to 500 miles on a single charge.

But the news of Tesla’s windfall outraged some in the trucking industry, who allege the state provided the world’s wealthiest automaker with preferential treatment for a vehicle that is not ready.

Nearly eight years since Tesla Chief Executive Elon Musk unveiled the Tesla Semi as a concept, it still isn’t widely available in stock. It has repeatedly faced production delays and still doesn’t have a publicly advertised retail price.

In fact, some critics argue the Tesla Semi shouldn’t have qualified for government funding at all. At the time Tesla submitted its voucher requests, the vehicle didn’t appear to have the necessary certifications and approvals to be sold and legally driven on California roads.

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Still, the 992 state-administered incentives have effectively established the Tesla Semi as the front-runner in the electrified heavy-duty truck class.

“I don’t think it would be an overstatement to say this is market distortion or market manipulation,” said Alexander Voets, general manager at RIZON Truck USA, a commercial electric truck brand. “CARB essentially single-handedly just made Tesla the market leader for electric vehicles for [heavy-duty trucks] without them having [virtually] any vehicles in customer hands.”

Historic funding, murky data

The funding was tentatively awarded through the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP), a state program aimed at reducing pollution and greenhouse gas emissions in the goods-movement sector and in public transit. Since its creation in 2009, the program has dedicated over $1.6 billion — a mix of state funding and incentives from local ports — toward helping fleets purchase electric, hydrogen and other low-emission vehicles.

The state program aims to solve an outsize problem: Heavy-duty trucks make up only 10% of vehicles on U.S. roads, but they produce 45% of smog-forming nitrogen oxides and 58% of lung-aggravating soot.

But experts say that the state program has lacked thorough oversight and accountability, allowing a small group of manufacturers to exploit the program’s robust endowments.

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Since The Times began raising questions about Tesla’s vouchers, the state’s public data for the HVIP have drastically changed, reflecting lower funding amounts for Tesla and other major automakers. State officials had reserved the maximum amount for which the vehicle qualified — a number much higher than the retail price. In late January, officials revised the publicly accessible data so that the numbers no longer included local port funding that was awarded through the program — making it appear that Tesla received tens of millions less in funding.

CARB officials also noted that EV incentives from local utilities — not administered through the state voucher program — helped subsidize the Tesla Semi orders and ultimately lessen grant funding awarded by the state.

An analysis of earlier data by The Times showed that Tesla may have been poised to receive up to $202 million, roughly a third of all funding allocated during 2025 and 2026. The Tesla vouchers had each been worth from $120,000 to $430,000 but now are listed between $84,000 and $351,000.

Even after the revisions, Tesla is still poised to receive about $165 million, significantly more than any other single auto manufacturer. New Flyer, a Canadian bus manufacturer, secured the HVIP program’s second-highest funding, about $68 million, less than half that of Tesla.

Though its retail price has still not been publicly disclosed, state documents obtained by The Times show that the Tesla Semi generally sells for around $260,000 for the standard model with 300-mile range and $300,000 for the long-range model with 500-mile range.

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The price has been one of the greatest selling points, as the average cost of a zero-emission big rig was $435,000 in 2024, according to CARB.

The state voucher program offers up to a 90% discount on the list price for private fleet operators.

Tesla’s questionable qualifications

To qualify for a voucher, manufacturers must obtain a zero-emission powertrain certification showing the vehicle meets certain performance standards. Each model year of the vehicle also needs to receive written approval from CARB, and the vehicle must be listed in the HVIP catalog.

The 2024 Tesla Semi was listed as an eligible vehicle by CARB, despite not having powertrain certification registered on CARB’s website. No subsequent model years were displayed as eligible before Tesla applied for government incentives.

“I still haven’t seen any proof that Tesla has been able to satisfy the requirements,” said a senior official at another EV manufacturer, who feared reprisal from state officials if they spoke out publicly.

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“That is really concerning to me, because these are rules that I have to follow. So, how are they getting around this? And how has CARB not caught this?”

Tesla did not respond to multiple requests for comment. CARB officials did not directly answer how Tesla secured state funding.

“The process for vehicle or engine certification includes the review and processing of confidential business information, thus the certification status of any truck is confidential,” a spokesperson said in a statement to The Times.

However, CARB insisted that Tesla would not receive any state-administered funding until requirements are met and vehicles are delivered to customers.

A WattEv Transport Inc. Tesla Semi electric truck.

A WattEv Transport Inc. Tesla Semi electric truck sits parked next to BYD electric trucks by a charging station at the Port of Long Beach in April.

(Patrick T Fallon / AFP via Getty Images)

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That provides little consolation to other manufacturers.

Even if Tesla fails to deliver the trucks and doesn’t eventually receive government incentives, it prevents other automakers — with EVs in stock — from utilizing the funding more immediately. Losing out on these funding opportunities could be critical for some smaller EV companies.

“That hurts the rest of us,” said Peter Tawil, director of sales and marking at RIZON and longtime promoter for the EV industry. “Our trucks can be delivered tomorrow.”

“If this doesn’t get corrected, our whole industry will just go down the toilet.”

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A lifeline for EV makers

Tesla’s funding surge came two years after state officials quietly eliminated the limit of vouchers a single manufacturer can secure at one time, a key guardrail intended to prevent major automakers from hoarding California’s clean-transportation funding and stalling the deployment of electric vehicles.

Typically, auto dealerships secure purchase orders from private or public fleet operators interested in buying their zero-emission vehicles at the lower rates facilitated by the state incentives. Then, the dealerships submit voucher requests — for up to 20 vehicles at a time for most businesses — to obtain those incentives.

The state vouchers are awarded on a first-come, first-served basis, creating stiff competition for funding. During the funding cycle that began on Sept. 9, for example, there was about $335.6 million available. Within two days, 68% of that amount had already been allotted.

The program’s structure has enabled some companies to quickly capture a large portion of funding, over 1,000 vouchers in some cases, without having the inventory or production capacity to deliver those vehicles in a timely fashion. It also left their competitors unable to provide similar discounts.

For years, a single manufacturer generally was allowed to secure a maximum of only 100 state vouchers at a time, until it delivered those orders to customers. That rule was designed to prevent any entity from monopolizing state funds for vehicles that weren’t ready for production and to provide a level playing field for smaller manufacturers.

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A CARB spokesperson acknowledged that the state program ended the 100-voucher limit because the policy unintentionally prevented customers from buying some of the most popular trucks and buses on the market. The state had also regularly granted waivers for customers to bypass the voucher limit for popular vehicle brands.

“The original intent of the manufacturer cap was to ensure [manufacturers] were not holding vouchers for an extended time,” a CARB spokesperson said. “Instead, it had the unintended consequence of limiting zero-emission vehicle choices for fleets.”

But, without those limits, large manufacturers, including Tesla, have been able to dominate the voucher program. The policy change has intensified competition in the state voucher program at a time when the EV market has entered its most uncertain period in recent memory.

The Trump administration has eliminated federal tax credits for EVs and invalidated California’s zero-emission vehicle targets. As a result, California is losing traction in its quest to eliminate pollution and greenhouse gases from the state’s robust shipping sector.

The medium- and heavy-duty segment, in particular, had already greatly consolidated as automakers have struggled to electrify — and monetize — delivery vans, buses and big rigs in the U.S.

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California’s voucher program had provided electric truck and bus manufacturers with a lifeline. But Tesla’s expansion into the heavy-duty market has become a flash point, triggering calls for reforms to how incentives are distributed.

Paragon or prototype?

Ironically, Tesla CEO and former DOGE chief Elon Musk had publicly advocated against government incentives for EVs, boasting that eliminating these subsidies would bolster Tesla’s standing in the industry.

Meanwhile, Tesla has worked to secure millions in state and local funding for its Semi, while many in the trucking industry question whether the vehicle’s uneven development timeline justifies such heavy public investment.

In November 2017, Musk unveiled the Tesla Semi prototype at a SpaceX facility in Hawthorne. He touted it as a revolutionary all-electric truck that would help phase out diesel-powered models and reduce emissions from the nation’s shipping industry. Musk said it would deliver 500-mile range at maximum, a 0–60 mph acceleration in 20 seconds and 30-minute charging via solar-powered “Megachargers.”

Production was initially scheduled to begin in 2019 in Tesla’s Gigafactory in Nevada.

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But, since then, early customers, such as food and beverage giant PepsiCo, have waited years for their orders to be fulfilled amid a series of manufacturing delays.

It’s unclear how many Tesla Semi models have been sold. According to state data, Tesla has received payment from CARB’s voucher program for only five Semi models thus far, all of which were delivered last July to Nevoya Transportation LLC.

State officials said they expect many of the Tesla orders will be fulfilled in late 2026, based on conversations they’ve had with Tesla representatives.

But there are still serious questions about its performance and design.

As the Tesla Semi was tested at the Port of Long Beach last year, a major design flaw became apparent. The big rig has a panoramic, wraparound windshield providing exceptional visibility and a futuristic appearance.

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But it was clear that drivers were unable to roll down the window to present the necessary paperwork at the gated entry.

For skeptics, it was yet another sign the truck is still not ready for the road.

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President Trump bashed State Farm on social media: Why it didn’t come out of the blue

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President Trump bashed State Farm on social media: Why it didn’t come out of the blue

Victims of the January 2025 wildfires unhappy with how insurers have handled their claims have filed lawsuits, protested and complained to local and state officials.

This week, they got support from an unexpected ally: President Trump.

“It was brought to my attention that the Insurance Companies, in particular, State Farm, have been absolutely horrible to people that have been paying them large Premiums for years, only to find that when tragedy struck, these horrendous Companies were not there to help!” Trump posted on Truth Social.

He also asked U.S. Environmental Protection Agency Administrator Lee Zeldin to give him a list of insurers that “acted swiftly, courageously, and bravely” to fulfill their legal obligation and another list of those that were “particularly bad.”

State Farm, California’s largest home insurer, is under investigation for how it has handled January 2025 wildfire claims. In a statement responding to the president’s post, it said it has received 13,700 claims, paid out $5.7 billion and expects total payments could reach $7 billion.

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“Our leadership position in the California homeowners insurance marketplace means State Farm General Insurance Company — the State Farm company that provides homeowners insurance in California — insured more people impacted by this disaster than anyone else,” its statement read.

Tuesday’s post had its origins in a Feb. 4 visit that Zeldin and Small Business Administrator Kelly Loeffler made to the Los Angeles area, where they met with L.A. Mayor Karen Bass, Los Angeles County Supervisor Kathryn Barger and Pacific Palisades fire victims, among others.

The visit was prompted by Trump’s criticism of the slow rebuilding process and by a Trump executive order allowing victims of the Los Angeles wildfires to rebuild without having to deal with “unnecessary, duplicative, or obstructive” permitting requirements.

Aerial image of a neighborhood along Rambla Vista in Malibu taken in December.

(Allen J. Schaben / Los Angeles Times)

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1 A view of destroyed beach-front properties remaining construction-free

2 Aerial image of the remnants of an oceanfront neighborhood

1. A view of destroyed beachfront properties remaining construction-free after the Palisades fire destroyed them last year in Malibu. 2. Aerial image of the remnants of an oceanfront neighborhood in Malibu taken in December after the massive Palisades fire destroyed hundreds of homes and businesses last year. (Allen J. Schaben / Los Angeles Times)

At the time of the order, Bass dismissed it as a “meaningless political stunt,” saying the president has no authority over local permitting but could assist by speeding up Federal Emergency Management Agency funding.

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The American Property Casualty Insurance Assn. industry trade group, in its response to Trump’s post, continued to point fingers at the government. It noted the fires were the third-worst natural disaster in American history in terms of insured losses, at $40 billion.

“Permitting can be a frustrating process, and it can always be improved,” it said in a statement. “Los Angeles has been approving permits three times faster than it was before the fire. However, permit issuance continues to lag.”

Barger, whose district includes the Eaton fire zone in and around Altadena, said this week that she defended the local permitting process to Zeldin. But said she also pointed out complaints about how insurers, and State Farm in particular, have handled claims.

“Many people feel that the insurance industry has let them down, and the number one company that we hear about is State Farm,” she said. “Obviously, Administrator Zeldin met with the president and outlined what I told him.”

Bass, who also spoke on the phone with Trump last month, issued a statement saying she “recently requested that the President intervene with the insurance companies to ensure they pay claims so that survivors can afford to rebuild.”

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“I want to thank President Trump and EPA Administrator Zeldin for taking action and working alongside us to help survivors get the support they need and deserve,” she said.

A White House official said Friday that the EPA was working to produce the list of insurers “as quickly as possible for the president” and the “best way for insurance companies to help is to immediately pay out what they owe so victims can rebuild their lives.”

An aerial view of construction crews rebuilding homes that were destroyed

Construction crews rebuild homes that were destroyed in the Eaton fire in Altadena on March 20.

(Allen J. Schaben / Los Angeles Times)

“Administrator Zeldin, on behalf of the president, is going to hold insurance companies accountable to the great people of California,” the official said.

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The federal government has played a large role in the recovery, including leading the debris cleanup and, as of February, approving 12,600 Small Business Administration loans to fire victims totaling $3.2 billion.

However, a 1945 federal law, the McCarran-Ferguson Act, delegates authority to regulate the insurance industry primarily to individual states.

Joy Chen, executive director of Eaton Fire Survivor’s Network, which represents thousands of fire victims across Los Angeles, said her group believes the federal government has a larger role to play.

“President Trump has the opportunity to restore accountability to this broken system. Federal agencies have the tools to act,” said Chen, who has been sharply critical of State Farm’s claims practices and how California Insurance Commissioner Ricardo Lara has handled complaints against the company.

She specifically called for the Federal Trade Commission to examine “deceptive sales practices” that have left Americans underinsured and for the Department of Justice to investigate “industrywide claims practices that delay, deny or underpay payments owed to policyholders.”

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Lara has defended his treatment of the company, noting regulators opened a probe of State Farm’s claims practices last year.

Martin Grace, a University of Iowa business professor and expert on insurance regulation, said that aside from the “bully pulpit” Trump exercised in his social media post, the federal government’s hands are largely tied.

“He can browbeat people, and Trump’s good at that. And I think the federal government, at one level, only has that. Now, Congress and the president together could say, ‘Listen, we don’t like what the states are allowing insurers to do, and we’re going to change the regulatory system,’” he said.

Grace noted that there was an insurance industry solvency crisis in the 1970s and 1980s that led to a 1990 Congressional report and federal pressure for improved state-level regulation, which was undertaken.

“Congress basically said, ‘Get your act together, or we’re going to take [regulation] back.’” And so the states got together and did a much better job on that,” he said.

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Los Angeles attorney Richard Giller, who represents plaintiffs in lawsuits against insurers, said that the federal government could still take steps to improve the market.

Those might include establishing a federal reinsurance program that shares natural disaster risks with insurers, or covering the risk itself similarly to how the National Flood Insurance Program works.

“The catastrophe insurance industry in California is incredibly broken and needs some serious repair,” he said.

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Video: Skilled Foreign Workers Think About Leaving the U.S.

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Video: Skilled Foreign Workers Think About Leaving the U.S.

These highly skilled, highly educated foreign workers have been documenting the challenges of trying to build a career in the U.S. “If I don’t find a job, I have to leave the country.” “I sent out 907 applications.” “Have I ever truly relaxed in America?” They need an H-1B visa, which is given through a lottery system that allows U.S. companies to hire highly skilled international professionals for up to six years, in industries like tech and medicine. But the Trump administration has made changes to the program, requiring companies to pay a high fee and enforcing new rules that prioritize higher-paid foreign workers, in an effort to make more jobs available to Americans. This has forced some foreigners to rethink their career plans. “I think the U.S. is still the golden standard.” Wen-Hsing Huang came to the U.S. from Taiwan in 2022 for the tech scene, and was hired by Amazon on an H-1B visa. “I want to use my talents to change the world, and I think the United States was the best platform to do that.” Ananya Joshi came from India to attend a master’s program in Chicago in 2022. “So it was actually my my father’s dream that I had inherited because my father couldn’t go because of his financial situation.” Haina, a Chinese national, fell in love with the U.S. while studying in New York. She got her H-1B in 2022. “I remember there were a lot of companies, they would be able to sponsor.” Haina said she’s experienced a recent shift, where it has become harder to find companies that sponsor H-1B visas. “This time when I was job searching, I didn’t realize it could be a deal breaker. I just had my second interview of 2026, and it was a pretty short call.” (Recruiter) “I don’t think we’re eligible or able to do sponsorship for this role at the moment.” “They don’t even really get to know if I’m qualified, am I experienced, or anything. The decision is already made at that point.” “Please, please make sure that the company you’re about to work for has experience handling international hires.” Joshi said a start-up she interned with during grad school rescinded their promise to sponsor her H-1B visa. “Ask for everything in writing. And then there were jobs that were contract jobs. They would just reject me. They would only need people with a green card or a U.S. citizenship.” Even with an H-1B and a six-figure salary, Huang said he felt himself becoming anxious, as tech layoffs ramped up and Trump’s immigration policies kept changing. “I woke up every morning with this knot in my stomach, because my entire life depended on the policy I couldn’t control. The United States seems not very welcoming to immigrants that contribute to this country.” “The signals are, like, pretty clear at this point. They want to make this H-1B, is, like, risky and also, like, harder.” Hello, everyone.” Despite that, Haina says she’s determined to keep looking for a job until she’s forced to leave the country. “The pressure about where I’m going to be in the next of my career or, like, my life. I sort of like lost the ability to enjoy my life or just be happy.” “So I had to leave the U.S. Of course, I expanded my search beyond the U.S. Found a job in Germany.” Joshi packed up her life and started a new role with a European biotech firm in January. “I think I left at a good time, because there would have been more stress. I would have been stuck in a loop.” “It’s an endless cycle of anxiety.” After quitting his job at Amazon, Huang is now back in Taiwan, planning to launch his own company. “To bet on building an A.I. company that gives me complete control over my time, location and future. Staying in the United States is no longer the only way to achieve my American dream.”

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‘You’re a liar.’ Why the world’s biggest building boom has run into a wall in California

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‘You’re a liar.’  Why the world’s biggest building boom has run into a wall in California

Bryan Marsh was booed by the crowd as he approached the podium in Monterey Park’s City Hall. Things weren’t going as planned.

In front of a wall of people holding “No Data Center” placards, he outlined how his company, Australia’s HMC StratCap, invested tens of millions of dollars and became the city’s largest landowner after years of negotiations, clearances and hearings.

City officials had previously welcomed its plans to build a sprawling, new data center and the jobs and tax revenue that would follow, he said, but then things suddenly changed.

“There was no widespread opposition,” until late last year, he said as people in the room yelled, “You’re a liar!” “Now, for the last few months, the city has faced intense public pressure.”

California’s notorious NIMBYs have a new cause. They are worried that the data centers that power artificial intelligence will lead to pollution, higher power bills and worse. It is a nationwide movement gaining momentum and particularly poignant in California, arguably the birthplace of the AI boom.

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City officials had previously welcomed plans to build a sprawling, new data center and the jobs and tax revenue that would follow.

(Gina Ferazzi / Los Angeles Times)

It’s also one of the reasons most blue-collar jobs tied to the unprecedented buildout of data centers are going to other states.

Medhi Paryavi advises governments and companies on data center projects across the country. When he recently suggested California to a European executive looking to invest hundreds of millions of dollars, he was quickly dismissed.

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“Absolutely not!” the executive snapped back, said Paryavi, the chairman of the Washington D.C.-based think tank International Data Center Authority.

The aversion to California is pretty standard in the industry. Land is expensive, electricity rates are high and there are too many regulations. Meanwhile, new roadblocks pop up regularly as the state’s outspoken citizens change the rules and protest.

Investors with a choice often choose elsewhere.

Signs of protest pepper frontyards in a neighborhood in Monterey Park.

Signs of protest pepper frontyards in a neighborhood in Monterey Park on Wednesday.

(Robert Gauthier / Los Angeles Times)

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“They’re looking for cost, time and availability of power,” said Paryavi. “California is not on the map.”

The artificial intelligence revolution might be led by companies from California, but most of the facilities housing the chips — and the jobs that come with building and maintaining them — are in other states.

Tech companies led by Microsoft, Google, Amazon and Meta are projected to spend $710 billion on data center buildouts this year alone, according to JLL, a real estate investment firm.

Despite huge plans, seemingly insatiable demand and low vacancy rates, the total capacity of data centers under construction declined last year for the first time in five years, according to CBRE. While construction boomed in some places such as Chicago and the Dallas area, those gains were offset by declines around Silicon Valley, northern Virginia and elsewhere, CBRE data showed.

A technician works at an Amazon Web Services AI data center in New Carlisle, Ind.

A technician works at an Amazon Web Services AI data center in New Carlisle, Ind., on Oct. 2.

(Noah Berger / Associated Press)

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Legacy markets such as California and Oregon are expected to lose more than half of their relative market share, with Texas set to become the country’s leading data center market within the next three years, according to a report by Bloom Energy, an energy company.

An estimated $98 billion in projects were blocked or delayed in the second half of 2025, more than all cancellations since 2023, said Data Center Watch, an organization tracking opposition to data centers across the U.S.

In California, some areas such as Vernon have welcomed data center investment, but there is a growing list of locals trying to stop data centers in Imperial County and elsewhere.

Progressive lawmakers Bernie Sanders and Alexandria Ocasio-Cortez recently introduced a bill to pause all new data center construction until federal guardrails and safeguards are instituted for workers, communities and the environment.

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The proposed data center in Monterey Park — the size of four football fields — is close to homes. It is expected to consume three times the energy used by the entire city, which residents say will raise their electricity bills and also increase noise and air pollution.

A bird's-eye view of a building with plans to be converted to a data center in Monterey Park, Calif.

The empty property on Saturn Avenue had plans to be converted to a data center in Monterey Park, Calif.

(Robert Gauthier / Los Angeles Times)

The crowd of more than 200 people who gathered at its City Hall was overwhelmingly opposed to the data center. Supporters of the project were only a tiny minority. For hours, person after person stepped to the microphone to announce their anxiety. The center will hurt property values, AI takes jobs, big AI is a threat to democracy, it’s a “class injustice.”

“The tech bros are absolutely the Epstein class,” said one. “They are not the working class.”

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“Let’s make this town a place where people want to come live, where people want to do real things, where they are not relying on a robot or a program or an app to run their lives,” said another.”

Supporting the data center, and trying to avoid a vote on its existence, were only a few people from HMC StratCap and some union representatives in orange worker vests.

They pointed out that the big investment had already been agreed to, would create jobs and that it was hypocritical for the city’s citizens to want the fruits of technology while, at the same time, being unwilling to accept its infrastructure.

“Everybody loves the juice, but they don’t like how it’s squeezed,” said a member of the sheet metal workers union from the area. “I am going to fight for my members to have a job to work at.”

To be sure, it is much more than just NIMBYism that makes it tough to build in California. Regulations aimed at protecting consumers and the environment make it harder to access the power that data centers need. The regulations also contribute to the high rents and building costs.

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“There’s a lot of legislation, and a lot of red tape in the state of California you have to go through in order to get data centers approved,” said JLL real estate broker Darren Eades.

NTT, Vantage Data Center and downtown San José.

NTT, Vantage Data Center and downtown San José on Tuesday, July 30, 2024 in Santa Clara, Calif. Dozens of data centers being built for artificial intelligence are eating up Calfifornia’s electricity.

(Paul Kuroda / For The Times)

One example he pointed to is the small power plant exemption, which stipulates that construction over 50 megawatts requires additional paperwork and a longer lead time for approvals. Larger data centers these days need 20 times that amount of power.

All of this makes it more likely that investors will avoid California. As hundreds of billions of dollars are being spent building data centers, it will lead to jobs in other states and countries.

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“While it is the cradle of innovation, Silicon Valley is not the cradle of delivering AI outputs and delivering economic results,” Paryavi said.

Following the seven-hour hearing, council members greenlit a June ballot measure allowing residents to vote on a ban.

It was a victory for a new activist group called No Data Center Monterey Park, which spearheaded the rapid grassroots mobilization and worked with San Gabriel Valley Progressive Action to sign petitions and raise awareness. To pack the City Hall meetings, activists set up a mahjong parlor and a traditional Chinese lion dance performance to engage the largely Chinese community.

For HMC StratCap the council’s decision marked a significant blow. The Australian firm invested $40 million to acquire a 200,000-square-foot property intended for data centers, along with a larger adjacent parcel of land for an undisclosed development.

Things turned sour despite reassurances that the data center would generate $5 million in annual revenue to support park maintenance, libraries and repairs without raising residential taxes.

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HMC StratCap has to win the vote in June or give up on the project. If it has to do that, it will be forced to sue the city.

“Our preferred path is not to litigate,” HMC’s Marsh said at the hearing. “We must, however, protect our legal rights.”

Now it looks like HMC StratCap may be giving up on the project.

A letter from its parent company in Australia, dated March 31 and posted on Monterey Park’s official website, said the company has withdrawn its application to build the data center.

The letter pointed to new restrictions on data center development in the city and the June vote on a ban.

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“These regulations are not conducive for data center development,” it said.

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