According to the released drafts of the Governor's Budget, $200 million of a total estimated $850 million in Cap and Trade Auction Revenue will be dedicated towards low carbon transportation incentives. More details to come.
Buoyed by a $3 million Federal grant, FedEx, Smith Electric Vehicles, and Plug Power are adding hydrogen-powered range extenders to 20 electric delivery vans for real world testing.
The hydrogen fuel cell range extenders will about double the driving range of the Smith Electric Vehicles delivery vans, which can travel about 80 miles between charges. That’s good enough for extremely local delivery, but many routes have drivers covering 150 miles or more on a regular delivery route. While electric vehicles are capable of covering such distances, the costs and recharging times go up accordingly. FedEx has tried out a wide range of electric vehicles, but so far none can cover a full day’s work.
A reminder that the deadline to report to CARB for the Truck and Bus Rule is January 31st. A sample of the types of information which should be reported:
The link to report is here.
This is a reminder that, if you have not already done so, smoke opacity tests must be done for California domiciled fleets of two or more heavy duty diesel vehicles for all engines four model years or older, meaning all model year engines 2009-older are required to be tested this year. Test must be completed by the end of the year. Records must be retained for two years after.
From the Commercial Carriers Journal:
For the third time in recent months, the estimated 15% of non-compliant drivers at the Port of Oakland have staged work stoppages to try and delay California Air Resources Board emission rules targeting truckers at California ports and railyards. These protests continue despite the fact that, because of the nature of the Port rule, all these truckers are compliant with rules outside of the Ports until at least 2020. Non-port related trucking companies are becoming increasingly desperate to find compliant drivers.
This is why the CTA paired up with the Port of Oakland to provide a hiring resource made up of trucking companies who are looking for qualified, experienced drivers with compliant equipment. Opportunities include both company positions and owner-operator opportunities.
Media is mistakenly reporting that drivers are losing jobs because of the Port rule. On the contrary, because they have already made investments in PM filters, they are far ahead of the game where hauling outside of the Port is concerned. An estimated 15,000 truckers have not yet retrofit or replaced trucks to meet the Statewide requirements which these Port truck drivers already meet.
Now a few hundred truckers are announcing illegal work stoppage plans that would hurt the other estimated 85 percent of truck owners at the port who have already invested in upgrading their rigs. Those who made the upgrades must be able to work to pay off that investment.
Despite media coverage treating 1/1/2014 as a new deadline, it's important to remember that the majority of truckers operating in California have already faced CARB regulatory deadlines. Fleets of 4 or more trucks have been complying with the rule since 2012. Trucks calling on California Ports and Railyards have been complying with their own strict set of rules since as early as 2009. In fact, all 11,000 trucks calling on the Ports of Long Beach and Los Angeles have been powered by 2007 or newer model year engines since January 1st, 2012, including hundreds powered by natural gas. It's estimated 80-85% of trucks at the Port of Oakland have already met similar requirements.
Below is the "Model Year Compliance Schedule" which fleets of 4 or more trucks have been complying with since 2012.
Many fleets chose, instead, to gradually phase-in compliant trucks.
Alternatively, fleets of 3 or fewer trucks and those operating solely within certain designated areas of the State which qualify for "NOx exemptions" have had a full two year delay in compliance and CARB is currently proposing to expand NOx Exempt areas and provide these areas with another full year delay.
Still, the majority of trucks operating in California have already complied with clean-up requirements.
While CARB Board Members, suddenly concerned with putting truckers out of business, mull changing their Truck and Bus Rule to allow more time to comply nearly two years after the rule went into effect, those who have already spent millions are left to wonder why their issues go unresolved:
1. Who is supposed to pay for this compliant equipment?
Last second delays/changes in rules penalize businesses who plan to comply by the schedule already in law. Compliant carriers were data-logging and purchasing compliant equipment as early as the Spring/Summer of 2013. The deadline to purchase equipment for a compliance extension in the event of a manufacturer delay is August 31st. Rule delays announced on November 13th cannot possibly help fleets who have already committed dollars towards complying.
Now carriers who have committed to complying are left with higher capital costs and will compete against those betting on last second delays. Who do you think is going to get the customer's business?
2. I bought a Cleaire retrofit, do I have to pay for compliance twice?
The 2800 Cleaire Longmile owners who own recalled retrofits still have not been told who is going to replace and pay for the retrofits. One fleet alone spent $1.2 million on recalled DPFs. While CARB is mulling rule flexbility, what about flexibility for the people who have already paid for compliance?
3. Why am I enforcing your rule?
Despite being responsible for 2,000,000 new pieces of regulated equipment, CARB has not added enforcement staff since these rules were implemented, instead relying on the industry to report non-compliant competitors. Was CARB ever serious about following through on their rule?
AB233 (Jones), otherwise known as the Healthy Heart and Lung Act requires CARB to create a strategic enforcement plan for consistent, comprehensive and fair enforcement of their regulation. This plan has never been done and no work on this law has been done since 2009.
4. Why aren't you doing anything for compliant businesses who have purchased retrofits and are experiencing issues?
The majority of the State has already gotten into compliance. These carriers are coping with varying degrees of issues with aftermarket retrofits. Despite being expected to last for at least eight years for compliance purposes, CARB only requires retrofits to be warranted for two years. This means the increased downtime, blown turbos and other common maintenance expenditures related to aftermarket retrofits are born by the compliant carrier after two years. CARB has not signaled that they would be willing to increase warranty periods to cover the period for which CARB is requiring the retrofit for compliance. Right now, it covers 25% or less.
|Deadline to Order Equipment in Event of Manufacturer Delay (TRU Retrofit only)|
Truck and Bus
Small Fleets - 1 truck must meet PM BACT
Phase-In - 90% must meet PM BACT
BACT - 1996-2006 must meet PM BACT
Must be 2007+ Engine
2006s must meet ULETRU
Truck and Bus
"Good Faith Compliance Extension" Deadline