California’s new truck rule: It’s big, it’s bold, it’s controversial

July 1, 2020 by  
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California’s new truck rule: It’s big, it’s bold, it’s controversial Katie Fehrenbacher Wed, 07/01/2020 – 00:30  California’s epic clean truck rule has arrived. It’s big. It’s bold. It’s controversial.  After months of discussion, last week the California Air Resources Board (CARB) unanimously approved the Advanced Clean Truck rule, which says that more than half of the trucks sold in California have to be zero-emission by 2035. By 2045, all new commercial trucks sold in California must be zero-emission.  The truck rule follows another California law ( passed in 2018 ) that says all new public transit buses sold must be zero-emission starting in 2029. The combination of these policies makes California one of the most aggressive regions in the world pushing electric trucks and buses.  Environmentalists hailed the decision , calling it a win that will help clean up the air for disadvantaged communities that live in areas with a large amount of trucks. For example, in the Inland Empire in Southern California, where there’s an Amazon distribution hub, growth in e-commerce has led to tens of thousands of trucks per day on the roads. CARB estimates that 2 million diesel trucks cause 70 percent of the smog-causing pollution in the state. Transportation emissions represent 40 percent of California’s greenhouse gas emissions, and without taking aggressive steps the state will not be able to meet its climate goals.  The rule also could help kick-start an electric truck market, which has been slow to emerge.   The rule also could help kick-start an electric truck market, which has been slow to emerge. Adoption has been delayed partly because of costly and short-range batteries, and hesitancy from many traditional commercial automakers. But in the past year, truck makers such as Daimler and Volvo Trucks have started to take electric trucks much more seriously.  Nonprofit CALSTART predicts that 169 medium and heavy-duty zero-emission vehicle models   will be available by the end of 2020, growing 78 percent from the end of 2019. All-electric truck companies such as BYD, Rivian and Tesla are set to capitalize on the trend.    So who’s not so enamored with the rule? Some traditional truck and auto parts makers:  The Truck and Engine Manufacturers Association  has been pushing against more stringent regulations in the face of COVID-19, citing concerns over added costs.  Some oil industry and low-carbon fuel companies:  The Western States Petroleum Association, an oil industry lobbying group, has opposed the rule , saying it would eliminate promising efficiency and low-carbon fuel technologies.  Smaller truck fleet operators: Many are worried about the higher upfront costs to buy zero-emission trucks and new fueling infrastructure. It’ll be a challenge no doubt. And potentially might be challenged itself.  But I’ll leave you with a quote from CARB’s Mary Nichols  about the rule (from The New York Times). This might be Nichols’ last major regulation before she retires later this year:  This is exactly the right time for this rule. … We certainly know that the economy is in a rough shape right now, and there aren’t a lot of new vehicles of any kind. But when they are able to buy vehicles again, we think it’s important that they be investing in the cleanest kinds of vehicles. This article is adapted from GreenBiz’s weekly newsletter, Transport Weekly, running Tuesdays. Subscribe  here . Pull Quote The rule also could help kick-start an electric truck market, which has been slow to emerge. Topics Transportation & Mobility Clean Fleets Zero Emissions Featured Column Driving Change Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off Trucks – CC license by Flickr user Andrew Atzert

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California’s new truck rule: It’s big, it’s bold, it’s controversial

Lyft’s 100% EV strategy requires a policy blitz

June 24, 2020 by  
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Lyft’s 100% EV strategy requires a policy blitz Katie Fehrenbacher Wed, 06/24/2020 – 02:00 ICYMI, ride-hailing biggie Lyft announced last week that it plans to electrify every single car offering services on its platform by 2030, including both those that Lyft owns and rents to drivers and ones that its drivers own. It’s a colossal task for an 8-year-old company that says it won’t be profitable until at least 2021 and plans to slash hundreds of millions of dollars in costs this year.  Why will it be so hard? Because the vast majority of cars on the Lyft platform are owned by drivers, many of which drive for less than 10 hours a week for Lyft. So essentially Lyft has to act as a catalyst — using policy, economic and industry tools — to spur the broader transportation ecosystem to more rapidly adopt zero-emission vehicles. In particular, the unprecedented move will require an unprecedented leap forward in policies that can make electric vehicles affordable and beneficial for Lyft drivers within the next 10 years. On a media call last week, Elizabeth Sturcken, managing director at the Environmental Defense Fund, put it this way: “Lyft is committed to using the most powerful tool we have to fight climate change: policy influence.” One of Lyft’s strategies will be to work with regulators across city, regional, state and even federal levels to create an environment that reduces the upfront costs of EVs and helps drivers save money fueling them compared to gasoline cars. Lyft already has tested out creating this kind of environment in a couple of microcosms in the United States.  Lyft Director of Sustainability Sam Arons pointed to Lyft’s policy work in Colorado during the Political Climate podcast last week. Arons said Lyft was able to work with Colorado Gov. Jared Polis to modify the state’s law around Colorado’s electric vehicle tax credit and make it available to ride-hailing fleets.  As a result of the changes in the Colorado law, Lyft was able to roll out what it says is the largest electric ride-hailing deployment in the U.S. — with 200 EVs — in the Denver area of Colorado. “We want to replicate that with other policymakers in the country,” said Arons on the podcast .  Lyft is committed to using the most powerful tool we have to fight climate change: policy influence. Lyft also mentions in its white paper that the company has been working closely on policies such as California’s new law creating a Clean Miles Standard, under which ride-hailing companies soon must submit plans to introduce targets for zero-emission vehicles. Lyft says it’s been working with partners on similar legislation in other places such as Washington state. In the same vein, Lyft also has been advocating for more states to adopt laws such as California’s Low Carbon Fuel Standard (LCFS). That’s California’s mostly-loved law that generates LCFS credits for companies providing low carbon fuel, whether that’s from electricity, renewable diesel or renewable natural gas. Revenue from selling LCFS credits can be used to support low carbon projects in California such as EV rebates for buyers, community-based EV programs and deployment of high-speed charging stations. At the federal level, Lyft plans to try to help maintain and expand the federal zero-emission vehicle tax credits, which can be as large as $7,500 but are being lowered and phased out for some automakers that have reached the limits, such as Tesla. Beyond policy influencing, Lyft also will need to work closely with automakers to reduce EV prices and optimize new electric vehicles for ride-hailing drivers. Lyft plans to start this work by leveraging its bulk purchasing power when buying EVs for its Express Drive program, which rents cars to Lyft drivers across the country. In addition to automakers, Lyft will need to collaborate with EV infrastructure providers and utilities to get more EV chargers deployed and to create better rate designs for EV charging. There’s a whole lot of work to do, and it’ll take the entire ecosystem to get Lyft where it wants to go. Good luck, and we’ll be following along with the ride-hailing company as it leads the industry toward electrification.  Pull Quote Lyft is committed to using the most powerful tool we have to fight climate change: policy influence. Topics Transportation & Mobility Policy & Politics EV Charging Electric Vehicles Featured Column Driving Change Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off All of the initial projects will be in the United States. Courtesy of Lyft Close Authorship

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Lyft’s 100% EV strategy requires a policy blitz

The time for electric trucks and buses is now

June 10, 2020 by  
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The time for electric trucks and buses is now Katie Fehrenbacher Wed, 06/10/2020 – 01:30 Despite the pandemic, sales of electric trucks and buses are expected to surge in the United States and Canada over the next couple of years. And perhaps, surprising to many, they’ll soar even within this year (the year that can best be described as WTF).  That’s according to new data released recently by the clean-transportation-focused nonprofit CALSTART. The organization expects there to be 169 zero-emission commercial vehicles available for purchase, or soon to be available, in North America by the end of 2020; that’s a 78 percent increase from the number of zero-emission commercial vehicles available at the end of 2019. What’s more, between 2019 and 2023, the amount of zero-emission commercial vehicle models is expected to double, to 195.  Why does this matter? Because diesel-powered trucks and buses are responsible for a disproportionate amount of transportation-related carbon emissions and are also a source of air pollution, much of it in disadvantaged communities, who live closer to industrial areas or freeways. In addition, commercial vehicles are offering a bright spot for automakers that are seeing slumping sales of passenger vehicles in the wake of COVID-19.  If data and analyst predictions make your eyes glaze over, you can look at the trend another way. Companies are increasingly making zero-emission truck and bus announcements. Every day when I skim Twitter or my inbox, I see more. Here are just a few from the past couple of weeks: General Motors is making an electric van to rival Tesla. Rivian is on track with its Amazon electric delivery vans. Nikola Motors will start accepting reservations June 29 for its electric pickup truck the Badger. Ford is making an electric transit van. CALSTART says that the surge is coming from a combination of market demand, policies and economics as EV battery costs continue to drop. Big companies such as Amazon , IKEA , UPS and FedEx are making big purchases (or working with partners to make purchases). But cities across the United States are also buying EVs, including electric transit buses, garbage trucks and pickup trucks. Substantial growth in the number of commercial EV models available is particularly important for the market because model availability has long been a major hurdle. The large automakers have been pretty slow to offer a variety of models, citing a lack of demand from customers. It’s a pretty standard chicken-and-egg scenario that happens in a nascent market. But as a result, much of the early commercial EV models on the market have come from startups such as Rivian , Nikola , Chanje and Arrival . The bigger automakers are entering the market and playing catch-up.  COVID-19 also has shone a spotlight on the need for a resilient and dynamic transportation supply chain, as shippers across the country have relied heavily on trucks and truck drivers to meet unusual spikes and valleys in demand. The trucking industry, like all operators of commercial vehicles, will need to become cleaner, too, as customer demand, policies and economics evolve. This article is adapted from GreenBiz’s weekly newsletter, Transport Weekly, running Tuesdays. Subscribe here . Topics Transportation & Mobility Electric Vehicles Electric Trucks Electric Bus Clean Fleets Featured Column Driving Change Featured in featured block (1 article with image touted on the front page or elsewhere) Off Duration 0 Sponsored Article Off The Nikola Badger pickup truck.

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The time for electric trucks and buses is now

Why the electric vehicle wave is still coming

April 29, 2020 by  
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Buckle up: this year will be rough, but this road trip still looks promising.

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Why the electric vehicle wave is still coming

The future is uncertain: planning for the long term in a short-term world

April 29, 2020 by  
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One silver lining: corporate sustainability professionals are comfortable with complexity and change, and our modus operandi is to plan for the long term.

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The future is uncertain: planning for the long term in a short-term world

6 resources to help navigate the COVID-19 crisis

April 29, 2020 by  
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Because everyone can use some extra help and additional perspective right now.

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6 resources to help navigate the COVID-19 crisis

The pandemic as prism for urban mobility

April 14, 2020 by  
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Despite the hard transportation times for public transit and micromobility, it’s not all doom and gloom.

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The pandemic as prism for urban mobility

Why sustainability professionals should drive green consumerism

April 14, 2020 by  
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What would happen if more people than ever before demanded goods aligned with a sustainable, low-carbon economy? Our economy would transition swiftly.

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Why sustainability professionals should drive green consumerism

How COVID-19 will redesign urban mobility

April 14, 2020 by  
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Despite the hard transportation times for public transit and micromobility, it’s not all doom and gloom.

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How COVID-19 will redesign urban mobility

COVID-19 pandemic shines spotlight on flexible, digital freight

March 25, 2020 by  
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There have generally been three waves of logistics problems that have emerged alongside the novel coronavirus outbreak. Analytics and artificial intelligence are helping solve them.

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COVID-19 pandemic shines spotlight on flexible, digital freight

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