Latest news with #AdvancedCleanTrucks
Yahoo
27-05-2025
- Business
- Yahoo
Oregon should bypass California's stalled Clean Trucks program and steer its own into the fast lane
Oregon could bypass California on trucks rules, commentators write. (Getty Images) California has set ambitious goals for EV truck adoption with its Advanced Clean Trucks rule, which imposes steeply escalating statewide EV sales quotas on truck manufacturers over the next decade. However, the state only generates about 2% of global transportation-related GHG emissions, so its initiative will not have a significant climate impact unless ACT motivates national- and global-scale action on truck electrification. ACT has so far been adopted by only 10 states, of which six currently have legislation pending to delay ACT implementation. This includes Oregon's HB3119, which provides that 'the Department of Environmental Quality may not implement or enforce the Advanced Clean Trucks regulations … before January 1, 2027.' Oregon cannot simply develop its own vehicle air pollution restrictions because Section 177 of the federal Clean Air Act prohibits states from adopting such emission standards that differ from federal standards unless they are 'identical to the California standards.' One factor stymieing ACT implementation in Oregon is the lack of high-power EV charging infrastructure, without which it is infeasible for Oregon to keep up with California's fast-track ACT timeline, especially for heavy-duty, long-haul trucks. ACT provides a variety of flexible compliance mechanisms such as credit trading and banking to ease the regulatory burden, but there is no guarantee these would suffice to meet the ACT's required schedule of EV trucking sales quotas. And delaying ACT implementation likely would run afoul of Section 177's identicality requirement. In response to ACT-induced disruption in the Oregon market for large trucks, Gov. Tina Kotek recently directed DEQ to 'quickly develop a solution for Class 7 and 8 trucks that considers the current circumstances while still maintaining the integrity of the ACT program for all other classes.' One option being considered is 'credit pooling' (interstate trading of compliance credits). Credit pooling would, in effect, allow California and Oregon to comply with different ACT standards: Oregon would effectively buy the right to relax its ACT standard by paying California to attain a more stringent standard. It's not clear that this scheme would be Section 177-compliant but, in any case, we think it would not make sense to require Oregon's trucking industry to, in effect, pay a penalty fee to California for not complying with an infeasible, California-imposed regulatory standard. Trading revenue would be better spent in-state to support Oregon's own trucking industry rather than subsidizing California's industry. The Section-177 identicality requirement ensures that a manufacturer selling standard-compliant vehicles in one state can sell the exact same vehicles in other states. But requiring identical sales percentages between states only makes the regulations more burdensome for manufacturers, not less so. The EPA could adopt a sensible Section-177 interpretive framework that allows states to develop their own ACT implementation timelines according to their unique circumstances (a 'timeline' would not itself be construed as a 'standard'), but the Trump EPA will not likely be amenable to such accommodation. However, Oregon could reform its ACT regulations to circumvent federal preemption in a way that would be more economically efficient and impactful than California's regulation even without the encumbrance of Section 177. Rather than employing an inflexible standard to drive unpredictable and volatile market trading prices, the regulation could employ stable pricing incentives (EV subsidies financed by fees on internal-combustion vehicles) to drive EV adoption at a scale and pace that the market can tolerate. Price stability would be conducive to long-term investment in truck electrification, and program ambition would not need to be restrained by predictive uncertainty. This policy approach is exemplified by Germany's Feed-in Tariff (FIT) program in the early 2000s, which triggered an explosive expansion of the global solar power market led by Germany in the 2004-2014 time frame. The program did not impose mandatory sales targets and timelines on solar manufacturers; it just offered them a guaranteed price (initially 45¢/kWh) for renewable power. (A price incentive is not a 'standard' and would hence not be governed by Section 177.) A financial incentive program could constitute one element of a targeted industrial policy (including charging infrastructure, grid capacity, battery technology, etc.) that leverages the investment potential of truck electrification to gain the support of the trucking industry and establish a market-based incentive framework for nationwide truck electrification. Oregon should take the lead in developing a policy foundation for truck electrification that would entirely circumvent federal preemption and could extend to national and global scope. Indeed, there would be no other option to federal regulation if current Congressional efforts to axe California's clean truck rules succeed. SUBSCRIBE: GET THE MORNING HEADLINES DELIVERED TO YOUR INBOX
Miami Herald
24-05-2025
- Automotive
- Miami Herald
California Lawsuit Pushes Back Against Bill Blocking State's Clean Air Act Waiver
Congress has voted to revoke California's Clean Air Act waiver that has been in place since 1967-but The Golden State isn't backing down. California's governor, Gavin Newsom, announced that his state would go to court to protect its federal waiver allowing its own clean air rules on the basis that it exists outside of the Congressional Review Act's scope. The Senate's action to block California's emissions rules jeopardizes the state's 2035 ban on the sale of new gas-powered cars, in addition to altering the U.S. auto market's long-term future, given how several states mirror California's standards. Attorney General of California, Rob Bonta, said: "Our lawsuit will be about ensuring California can enforce its state laws under the Clean Air Act. Waivers granted by the EPA have allowed us to improve our standards-they lower harmful emissions, they improve overall public health," Axios reports. California's clean air laws have proven effective at reducing pollution, as vehicle-based pollutants have declined 98% in the state during the last 50 years, according to Electrek. The Golden State still faces challenges with factors like smog, which remains prevalent in areas like Los Angeles, an area also lacking public transportation. California's transportation sector accounts for nearly 40% of the state's carbon emissions, according to Axios. Mary Creasman, chief executive officer of California Environmental Voters, noted that 11 other states, including New York, Massachusetts, and Oregon, have adopted a version of California's clean air standards to protect their citizens' health. Internal combustion engine (ICE) cars are the largest source of smog-forming gases and one of the most significant sources of fine soot particles. Smog and soot can cause respiratory disorders, heart attacks, and other serious health issues. If California's ban on the sale of new gas-powered cars starting in 2035 is repealed, other states could follow, impacting the U.S.'s electric vehicle (EV) adoption rate and the pace of its electric charging infrastructure development. As of now, California leads the U.S. in EV sales, with residents owning about 2.24 million electric cars and 620,175 EVs in Los Angeles County alone, according to Axios. California's current mandate stipulates that 35% of new 2026 model cars sold must have zero emissions, increasing to 68% in 2030 and 100% in 2035. The Senate also voted to block California's 2020 Advanced Clean Trucks rule requiring manufacturers to meet accelerated targets for zero-emission heavy and medium-duty trucks from 2024 to 2035. If California's waiver from the federal Clean Air Act is repealed, the state may have to rely on voluntary efforts for its mass EV transition, likely requiring more financial incentives and rebates for manufacturers and consumers. Still, despite the bill heading to President Trump, its approval faces an uphill battle. The Senate parliamentarian and the Government Accountability Office (GAO) concluded that the Congressional Review Act doesn't apply to waivers like California's, increasing the likelihood of courts siding with California. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Yahoo
18-05-2025
- Politics
- Yahoo
California's heavy regulations crush truckers' move to zero-emission big rigs
California Air Resources Board Member Dean Florez writes that California has designed flawed air quality rules that have failed to 'put affordability at the center of the clean-air fight.' He emphasizes the need for a more sensible approach to transitioning the trucking industry to zero-emission trucks, and he deserves praise for this. Unfortunately, Florez does not extend his criticism to the state's Advanced Clean Trucks and Omnibus rules, which have an even greater impact on small businesses and the working families that depend on them. Truck manufacturers are not producing heavy-duty electric trucks that meet basic performance and safety standards. The regulations are so burdensome that sales of new, low-emission trucks are nearly non-existent, creating a catch-22 for trucking and towing companies. This situation significantly impacts family-run trucking businesses, affecting their ability to transport products and provide essential services that consumers need. This is why other states that once viewed California's clean truck rules as a national model are abandoning them. If Gov. Newsom is serious about affordability and economic survival, the first step is to listen to sensible regulators like Dean Florez. Ryan Ormonde, Firebaugh The unjust, destructive laws President Trump is pushing prove unquestionably he is the classic bully, racist and thug. Yet, I must declare, how dare Kamala Harris criticize him for the ills of this country. Democrats have been riding Republicans' coattails and following their policies shamelessly over the years. They lacked the guts to even stop the appointments of government members with questionable principles and track records. Opinion Former President Carter did incredible hard work to unveil egregious ethnic cleansing in Palestine, and Democrats slapped him in the face by ignoring him; and went on to stab him in the back by giving billions of dollars to Israel for their genocide/holocaust, killing thousands of Palestinians, children and women and shamelessly starving them. It is time for Democrats to get out of government and let the Green Party run this country — with real justice and progressive policies to unite this country, instead of dividing it with racism, bullying and thuggery, with legislators maliciously pushing the use of nuclear weapons. Again, Democrats are no better than Trump. I agree with St. Paul when he said: 'Some, by rejecting conscience, have made a shipwreck of their faith.' I say, 'Yes, and our country.' Jovita A. Harrah, Fresno My youngest child graduates Liberty Elementary in Fresno this next month, and as I reflect back on our family's experience at that school with those educators, I can't help but be filled with gratitude and love. It is something special and lucky as a parent to be able to drop your kids off at their public school and know for certainty they are in good hands. The atmosphere and culture Liberty has produced is one of community, academic excellence and self-betterment. Our family went through quite a bit personally during the past nine years we spent at the school. Looking back, I found Liberty to be a safe haven for me as a parent to socialize, make friends and improve our community. It was also a safe haven for my children. Of course, nothing is perfect, and there were at times bumps along the way, but Liberty is a great example of what public school in this great country can really be at its best. The leadership of its principal George Petersen and other incredible educators there, along with the parents, prove it takes a village. It takes the whole damn village. Lucy Brown, Fresno On May 1, the House, under the Congressional Review Act, blocked approval of the Clean Air Act. This prevents California from fully implementing laws related to clean air, including the Advanced Clean Cars II legislation. Before catalytic converters were mandated, smog choked California cities, contributing to the highest asthma rates in the country. The inversion layer blanketing Los Angeles and Fresno could be seen for miles, fed by factories and gasoline-burning cars. In the 1950s and '60s, pollution control laws required car manufacturers to curb tailpipe emissions. Air quality improved but not enough, especially for those who live near highways or in valleys like ours. The Advanced Clean Cars II regulations tackle this by limiting gasoline vehicle sales, requiring zero-emission cars and trucks by 2035. This twofold approach, accessibility and reduced manufacturing, helps California transition from smog to a cleaner, zero-emission future. Given the threat of climate change, promising more heat waves and hindering air circulation along California's coast, blocking these regulations could worsen pollution and decrease public health. Californians have never known snow days in the Valley, but we will continue knowing smog days if the House dictates how our legislation is implemented. Carlos Garcia, Fresno Misty Her of the Fresno Unified School District recently became the first Hmong superintendent in California's history. I anticipated the unfair criticism she'd encounter; I was not wrong. Some public officials have expressed dissatisfaction with the selection, despite Her's extensive experience. Studies have consistently shown that women of color face compounded biases and get held to higher standards than their white male counterparts. Women of color report a lack of trust and respect from colleagues and face racism and gender bias at higher rates than others. Prior FUSD superintendents have received near unanimous support. I believe it is important for us to name this treatment in order to avoid repeating it. I choose not to ignore this double standard. Many in Fresno support Superintendent Her and eagerly await her inclusive and equitable leadership. Her appointment is a signal of progress for our communities of color, reflecting how they can rise up. There are talented women-of-color educators in Fresno County. They are watching someone they have never met but admire suffer unfair treatment during a time that should be joyous. They see Her standing tall and firm. In five, 10, 15 years I know they can do the same, I just don't think they should have to. Diego Ochoa, Sacramento
Yahoo
13-05-2025
- Automotive
- Yahoo
VT Governor orders pause to electric vehicle sales requirements
MONTPELIER, Vt. (ABC22/FOX44) – Vermont's all-electric future will have to wait a little longer. Governor Phil Scott on Tuesday issued Executive Order 04-25, putting requirements for manufacturers to sell an increasing percentage of zero-emission vehicles on hold for now. Read the full text of the executive order hereDownload Scott said, 'I continue to believe we should be incentivizing Vermonters to transition to cleaner energy options like electric vehicles. However, we have to be realistic about a pace that's achievable. It's clear we don't have anywhere near enough charging infrastructure and insufficient technological advances in heavy-duty vehicles to meet current goals. 'We have much more work to do, in order to make it more convenient, faster, and more affordable to buy, maintain and charge EVs. When we do, it's more likely everyday Vermonters will make the switch.' The governor's order cites the uncertainty caused by tariffs and the shifting of burdens from auto manufacturers to local car dealers. It pauses sales requirements until the end of 2026. Jack Vada of the Vermont Vehicle and Automotive Distributors Association praised the order for providing 'much-needed flexibility'. He echoed Scott's commitment to a practical approach for reducing emissions. Why the price of electric vehicles will go up in Vermont in 2025 In 2022, Vermont signed on to the Advanced Clean Cars II and Advanced Clean Trucks rules, joining states such as New York, California, and Massachusetts, and putting the state on track to sell 100 percent electric vehicles by 2035. Currently, electric vehicles are estimated to make up about 8 percent of vehicle sales nationwide. Last year, the Biden administration awarded $4.9 million to the state to improve its EV charging network, but those funds were put in jeopardy in February when the Trump administration directed states to stop spending money on EV infrastructure. Vermont is one of 17 states to join a lawsuit against the administration, challenging its authority to halt the funding. According to the governor's press secretary, Amanda Wheeler, 'Governor Scott remains committed to addressing climate change,' though, 'when it comes to transitioning to a low-carbon future, mandates are not going to be the total answer.' Copyright 2025 Nexstar Media, Inc. All rights reserved. This material may not be published, broadcast, rewritten, or redistributed.
Yahoo
13-05-2025
- Automotive
- Yahoo
Hydrogen-fueled refuse trucks are ‘just a matter of when,' manufacturers say
This story was originally published on Waste Dive. To receive daily news and insights, subscribe to our free daily Waste Dive newsletter. Truck manufacturers still see a future for hydrogen-powered refuse vehicles despite the recent dissolution of Hyzon, which ran the first U.S. pilot for such vehicles last year. Manufacturers think waste and recycling haulers are a natural fit for the technology, given their proven ability in recent years to pivot to new fuel types like compressed natural gas. "This industry works very well at adapting to infrastructure," Tyler Ohlmansiek, director of e-mobility sales at Mack Trucks, said during a panel at WasteExpo on May 7. "That's a leg up for hydrogen in the waste and recycling space." Hyzon partnered with manufacturer New Way Trucks to deliver the first hydrogen fuel cell-powered refuse hauling vehicle in 2024, and it had begun receiving orders for the model. Recology, GreenWaste and other waste companies conducted pilots of the truck, and found that it was performing as well as diesel-powered trucks in certain applications. That early success wasn't enough to keep Hyzon afloat, however. Its board of directors voted to liquidate and dissolve the company in December, and an auction for its assets remains ongoing. Despite Hyzon's demise, New Way has still received interest in hydrogen fuel cell refuse trucks and is evaluating ways to continue in the space, said Marc de Smidt, senior director of engineering at New Way. That may include partnering with an entity that takes over the defunct company's assets or partnering with another fuel cell manufacturer. "We're working on getting something out there," de Smidt said. Other manufacturers are dipping their toe into the space as well, though mostly for heavy-duty applications beyond waste and recycling hauling. Kenworth was set to begin production this year on a hydrogen fuel cell truck jointly developed by Paccar and Toyota, but that's now delayed. Hyundai has been manufacturing a heavy-duty hydrogen fuel cell vehicle for several years, and recently debuted an updated model at the Advanced Clean Transportation Expo in California. Volvo Group and Daimler also plan to bring a hydrogen fuel cell truck to market this decade through a partnership. Hydrogen fuel cell-powered trucks face a shifting policy landscape, as the Trump administration has attempted to cut funding for a hydrogen research hub program created during the Biden administration. Critics have also attempted to repeal the Advanced Clean Trucks rule, first created by California and later adopted by other states. They say the rule's timeline to transition manufacturers away from fossil fuel-powered vehicles is aggressive and unrealistic given the availability and performance of alternatives. Nevertheless, manufacturers are still eager to make hydrogen fuel cell-powered vehicles work, in part because sustainability-minded customers are demanding them, said Mitesh Naik, director of product planning and strategy for Peterbilt Motors, a subsidiary of Paccar. 'Despite what happens with regulations, I know two things. Number one: We'll be ready. ... And number two: There's still a lot of ESG-minded customers,' said Naik. 'It's not a matter of if, it's just a matter of when.' The sector's adoption of battery-electric vehicles has also been growing, albeit slowly. Last year, 19 new battery-electric refuse vehicles were registered, according to an industry-sponsored report. That number is expected to grow, in part becauselast year Republic Services ordered 100 electric McNeilus Volterra waste and recycling vehicles from Oshkosh Corp. Proponents of hydrogen fuel cell-powered vehicles note the technology can be lighter than the battery packs needed for battery electric-powered heavy-duty vehicles. That means hydrogen trucks may be a better drop-in replacement for diesel trucks on more hauling routes. One of the key challenges to wider hydrogen truck adoption will be fueling infrastructure, panelists said. As fleets evolve, operators will have to decide where and how they deploy permanent hydrogen fueling stations, often working with third-party partners. In some cases, fleet operators could position a hydrogen fuel tank on their lots. That could be a quicker interim move to transition fleets, especially given the delays with gas and power utility interconnections that have caused setbacks for other fuel types, said Peterbilt's Naik. "OEMs can very quickly produce a truck, deliver a truck to a great partner and customer. But oftentimes the infrastructure is the missing item," he said. Jim Mendoza, director of equipment, procurement and maintenance for Recology, said haulers are looking for a "one-to-one" replacement for diesel-powered trucks, but "the reality is we may not get to one-to-one." Instead, he envisions a mixed fleet with some hydrogen fuel cell-powered vehicles, some battery-electric and some internal combustion-powered trucks. Even so, Mendoza said there are potential upsides beyond the emissions savings touted by proponents of hydrogen fuel cell vehicles. He said the trucks could also be a recruitment tool for haulers, noting Recology drivers didn't go home smelling like exhaust after the hydrogen fuel cell pilot, making the job more pleasant. "We don't have that influx of drivers anymore. We have to go shop for them and it's very difficult," Mendoza said. "This is maybe a good story for them.' Disclosure: Informa, which owns a controlling stake in Informa TechTarget, the publisher behind Waste Dive, is also the owner of WasteExpo. Informa has no influence over Waste Dive's coverage. Recommended Reading Hyzon lays off workers, plans to liquidate business Sign in to access your portfolio
