Clean Technologies and Fuels Summary issue 4 winter spring 2014

CALSTART

Issue 4 Winter-Spring 2014

Information Technology Solutions Clean Technologies and Fuels Summary

engine and powertrain efficiency improvements; aerodynamics; weight reduction; improved tire rolling resistance; hybridization; automatic engine shutdown; and accessory improvements (water pumps, fans, auxiliary power units, air conditioning, etc.).

FUNDING AND REGULATORY TRENDS FEDERAL POLICY: MAKING PROGRESS THROUGH EXECUTIVE ACTION ON STANDARDS FOR FUEL EFFICIENCY, RENEWABLE FUEL, AND EMISSIONS

EPA Proposes Reduction in Renewable Fuel Standards for 2014

EPA and DOT Developing Next Phase of Fuel Efficiency Standards for MDVs, HDVs

The EPA has also proposed a reduction in the Renewable Fuel Standard (RFS) for 2014.2 Specifically, EPA is proposing a total renewable fuel target of 15.21 billion gallons; the final 2013 overall volumes and standards require 16.55 billion gallons; the original target as specified in the Clean Air Act (CAA) is 18.15 billion gallons. EPA is setting the cellulosic biofuel target at 17 million gallons—significantly lower than the CAA target of 1.75 billion gallons—but an increase from the 6.0 million gallons specified for 2013. This reflects EPA’s current estimate of the amount of cellulosic biofuel that will actually be produced in 2014.

President Obama has directed the Environmental Protection Agency (EPA) and the Department of Transportation (DOT) to develop and to issue the next phase of medium- and heavy-duty vehicle fuel efficiency and greenhouse gas standards by March 2016.1 This second round of fuel efficiency standards will build on the Phase 1 standards for medium- and heavy-duty vehicles (model years 2014 through 2018) issued in 2011. Under the Phase 1 program, trucks and buses built in 2014 through 2018 will reduce oil consumption by a projected 530 million barrels and greenhouse gas (GHG) pollution by approximately 270 million metric tons.

To develop the Phase 2 standards, EPA and DOT’s National Highway Traffic Safety Administration (NHTSA) will work with stakeholders to explore further opportunities for fuel consumption and emissions reductions beyond the model year 2018 timeframe as well as with the California Air Resources Board (CARB) with the goal of ensuring that the next phase of standards allow manufacturers to continue to build a single national fleet.

The second round of fuel efficiency standards is intended to spur manufacturing innovation and lead to the adoption of new fuel-efficient technologies on trucks and semi-trailers. In developing the standards, EPA and NHTSA will assess advanced technologies that may not currently be in production, including

Proposed 2014 Percentage Standards Original CAA

Volume1 Category

(million gallons US)

Cellulosic biofuel Biomass-based diesel Advanced biofuel Total renewable fuels 1

volumes (Million gallons US)

17

0.010%

1,750

1,280

1.16%

≥1,000

2,200

1.33%

3,750

15,210

9.2%

18,150

All volumes are ethanol-equivalent except for biomass diesel, which is

actual.

Environmental Protection Agency

(continued on page 2)

For More Information:

% of US fuel

Whitney Pitkanen, Senior Project Manager wpitkanen@calstart.org 626.744.5600

Winter-Spring 2014

Clean Technologies and Fuels Summary vehicles.

FUNDING AND REGULATORY TRENDS Nearly all gasoline sold in the US is now E10 (10% ethanol). Production of renewable fuels has been growing rapidly in recent years, while at the same time, advances in vehicle fuel economy and other economic factors have pushed gasoline consumption far lower than what was expected when Congress passed the Renewable Fuel Standard in 2007.

As a result, the point has been reached at which the E10 fuel pool is saturated with ethanol. If gasoline demand continues to decline, as currently forecast, continuing growth in the use of ethanol will require greater use of higher ethanol blends such as E15 and E85.

Initial reactions to the proposed changes have been mixed. Producers are outraged over the reduction, stating future investments in advanced biofuels for transportation are at risk. The industry has already invested more than $5 billion and created over 7,600 jobs. Oil companies are pleased with the reduction and are advocating total elimination of the standard.

EPA Finalizes Tier 3 Fuel and Emissions Standards The EPA has also finalized its Tier 3 emission standards for gasoline sulfur content; evaporative emissions; and tailpipe emissions from passenger cars, light-duty trucks, medium-duty passenger vehicles, and some heavy-duty vehicles.3 EPA had issued the proposed standards last March.

The Tier 3 standards, which come into effect starting in 2017, consider the vehicle and its fuel as an integrated system. The gasoline sulfur standard will make emission control systems more effective for both existing and new vehicles, and will enable more stringent vehicle emissions standards since removing sulfur allows the vehicle’s catalyst to work more efficiently. The Tier 3 standards are also closely coordinated with California’s LEV III standards as well as with EPA’s and California’s programs for greenhouse gas (GHG) emissions from light-duty

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The tailpipe standards include different phase-in schedules that vary by vehicle class but generally phase in between model years 2017 and 2025. In addition to the gradual phase-in schedules, other flexibilities include credits for early compliance and the ability to offset some higher-emitting vehicles with extra-clean models.

Oil companies have long complained about the abundance of different boutique fuel standards around the country. The approval of a national Tier 3 fuel standard, coordinated with the strong California standard is meeting with positive reaction from the industry. Car companies are also pleased with the standardization of fuel standards.

STATE POLICY: CALIFORNIA CONTINUES TO LEAD INVESTMENT IN LOW CARBON TRANSPORTATION; OTHER STATES JOIN IN EFFORT

At the state level, California continues to step up its public investment front with Governor Brown’s proposed budget that would allocate $200 million in AB 32 cap-and-trade auction revenues to “low carbon transportation.” The budget, which was released in January, includes clean vehicle incentives and demonstrations, as well as additional funding for bioenergy.4 If the budget is approved, it could help kickstart the ZEV market in California and secure a significant funding stream to this sector for several years in a row.

In October, other West Coast governors joined Governor Brown in efforts to mitigate climate change by signing a regional pact to reduce greenhouse gases and promote clean energy. Leaders of Oregon, Washington and California, along with a proxy for the premier of British Columbia, signed the Pacific Coast Action Plan on Climate and Energy which promises to (1) expand the use of zero-emission vehicles to 10% of new vehicle purchases by 2016, (2) put in place low carbon fuel standards, (3) con-

Clean Technologies and Fuels Summary

FUNDING AND REGULATORY TRENDS tinue with high speed rail deployment, and (4) support markets for alternative fuels in heavy duty vehicles. California and British Columbia vowed to maintain their current carbon-pricing programs and lowcarbon fuel standards, while Oregon and Washington agreed to adopt and develop their own.5 Also in October, the governors of eight states— California, Connecticut, Maryland, Massachusetts, New York, Oregon, Rhode Island and Vermont—have signed a memorandum of understanding to take specific actions to put 3.3 million zero emission vehicles (ZEV) on the roads in their states by 2025, along with the refueling infrastructure required to support those vehicles. This multi-state effort is intended to expand consumer awareness and demand for zeroemission vehicles.6 See Key Elements of ZEV MOU below.

KEY ELEMENTS of MULTI-STATE ZEV MOU       

Harmonize building codes to make it easier to construct new electric car charging stations Assess hydrogen infrastructure needs for future fuel cell vehicle deployments Establish fleet ZEV purchase targets Evaluate monetary and non-monetary incentive mechanisms Consider establishing favorable electricity rates for home charging systems Work to adopt uniform standards and policies like: universal signage, common methods of payment and interoperability of electric vehicle charging networks, and reciprocity among states for ZEV incentives, such as preferential parking and HOV lane access.

Winter-Spring 2014 Further in California, the state’s Low Carbon Fuel Standard (LFCS), which mandates a 10% reduction in the carbon intensity of transportation fuels used in the state by 2020, is moving ahead and making progress despite uncertainty presented by lawsuits and oil industry opposition.7 Last year in response to a suit brought against CARB by opponents of the regulation, the California Court of Appeal ruled that CARB is allowed to continue to implement the standard while ironing out issues associated with the original adoption of the regulation.

On March 11th, CARB staff proposed a suite of potential revisions to the program to provide a stronger signal for investments in, and production of, the cleanest fuels, to offer additional compliance flexibility and provide for improved efficiency, and for enforcement of the regulation. CARB is also considering post-2020 targets.

When the LCFS was first put in place, many experts expected cellulosic biofuels to play a bigger part in LCFS compliance. Though development of these fuels has lagged expectations, the alternative fuels market is evolving rapidly and in unforeseen ways.

Renewable diesel and biodiesel are contributing significantly to LCFS compliance, and alternative fuel vehicles running on electricity and natural gas are playing a role as well. Since the regulation went into effect, regulated parties as a whole have overcomplied with the regulation providing significant “excess” credits that can be banked and used for future compliance.

Both Oregon and Washington are considering similar policies modeled after the California LCFS regulation.8 As with California, the prospect of such a regulation has faced opposition from oil companies and trucking organizations. However, the push is on cleaner fuels beyond California’s borders.

Many of these policy and funding issues will be

California Air Resources Board

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Clean Technologies and Fuels Summary discussed at the 2nd Annual Clean, Low-Carbon Fuels Summit at the Capitol Plaza Ballroom in Sacramento on Wednesday, April 2, 2014. This is a fueland technology-neutral forum for discussing industry progress and the role of state policy. Key topics will include the Low-Carbon Fuel Standard and state investments. The forum is by invitation only and CALSTART members and others interested in receiving an invitation can contact Jamie Hall at jhall@calstart.org.

MARKET TRENDS U.S. OIL PRODUCTION RISING; FUEL PRICING STILL VOLATILE

The Department of Energy reported in midNovember that U.S. oil production reached 7.74 million barrels a day, topping the 7.59 million barrels of imports. Within 12 months, DOE expects 8.8 million U.S. barrels daily and 6.2 million from imports, a sharp contrast to mid-2010, when imports were nearly double domestic production. Some industry experts are saying that the significant growth in domestic crude oil production should help the trucking industry by increasing freight volumes and by possibly tempering diesel price increases. Other experts feel that the boom in domestic production will have very little impact on diesel prices, because they are driven by development of global markets.9

Winter-Spring 2014 gas prices relative to diesel. The EIA report projects that natural gas production will grow steadily, with a 56% increase between 2012 and 2040, when production reaches 37.6 trillion cubic feet. Currently, the gap between compressed natural gas (CNG) and diesel prices is about $1.50 per gallon as fleets increasingly test that fuel, as well as liquefied natural gas (LNG), as an alternative to diesel. Some industry observers say that the total CNG/LNG fleet size will remain very small compared with the diesel -powered fleet, so the adoption will not have a significant impact on diesel demand. Others believe the presence of natural gas-powered trucks will be far larger, with projections as high as 50% market share for natural gas by 2020. The EIA report forecasts that competitive natural gas prices are expected to increase the demand for LNG and CNG, from an insignificant share in 2012, to 8% of heavy-duty vehicle energy consumption in 2040, but that is far less than the 13% share projected last year because of the lower prices of competing fuels. Navigant Research estimates that by 2022 there will be nearly 4 million natural gas trucks and buses on the road, globally.11 Ford Motor Company has already moved towards natural gas by announcing, in December, that it has begun production of F-150 pickups with a gaseousfuel prep option that enables the truck to run on CNG or liquefied petroleum gas (LPG).12 When

A new report from U.S. Energy Department’s Energy Information Administration, the Annual Energy Outlook 2014 , says with lower crude oil prices, the end-use price of diesel fuel in the U.S. transportation sector is forecast to drop to $3.50 per gallon in 2017 and then rise to $4.73 per gallon in 2040, compared to $5.03 per gallon in last year’s outlook.10 NATURAL GAS VEHICLE POPULARITY INCREASING Ford 2015 F-150 aluminum body pickup truck

Another question is the long-term effect of natural

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Clean Technologies and Fuels Summary

Winter-Spring 2014 than the year before – closing the year at 18,800 units sold. Hybrids hit their own high water mark– 489,413 units sold last year, a 15.3% increase over 2012.14

MARKET TRENDS equipped with the biofuel package and larger tanks, the truck can travel more than 750 miles on combined tanks of gasoline and CNG. Ford also made a radical jump to using an aluminum body in its F-150 which rocked the industry. The new 2015 model, unveiled at the Detroit Auto Show and on sale this fall, weighs 700 pounds less than the old model since military-grade aluminum alloys make up the engine compartment and almost every visible metal part of the new truck — the doors, the hood, the side panels, the truck bed, and the tail gate. 13 Ford is researching the use of the material on additional models in the future.

The Christian Science Monitor reports that California is number one in EV sales, followed by Oregon. Connecticut, Maryland, Vermont, Massachusetts, New Jersey, New York, Maine and Rhode Island all rank in the top ten.15 Globally, EV production is forecast to surge 67% in 2014. IHS Automotive is the company out with the prediction and they cite several factors including tightened restrictions in the EU. Europe, the Middle East and Africa will account for 40% of all 2014 EVs with Asia weighing in at 30%, and the U.S. will build 27%, IHS posits.16

EVs/PEVs SALES STRONG

EV INFRASTRUCTURE GETS A BOOST

Green vehicles saw strong sales numbers in 2013, led mainly by electric vehicles seeing an 84% leap at 96,000 units sold. Plug-in hybrids had slightly higher numbers (49,000) over battery electric (47,600) – but it was a giant leap for pure electrics – 241% over 2012 versus 27% for plug-in hybrid/extended range.

Much of that came from the Tesla Model S rolling into 2013 at higher production and sales volumes

Not only did California top the list for EV sales, three of its cities top ChargePoint’s list of the “Top 10 EVfriendly Metropolitan Markets” - San Francisco, San Diego, and Los Angeles. California-based ChargePoint recently added their 50,000th user to their EV charging network, a Tesla Model S driver based in San Francisco.17 On the East Coast, outgoing New York Mayor Michael Bloomberg signed an initiative in December to make at least 20% of off-street parking throughout the five Burroughs accessible to charging stations.18 Also at the end of the year, Eaton released the first HyperCharger capable of fast-charging EV’s up to one megawatt. Designed to charge the world’s largest fleets of electric buses, the on-route charger was recently installed in several cities, including Tallahassee, Fla.; Worchester, Mass.; and Stockton, Calif. The new charger is designed to provide fleets of all sizes, including mass transit vehicles, with reliable and efficient off-board charging.19

Source: Brett Williams, UCLA Luskin School of Public Affairs, December 9, 2013

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Clean Technologies and Fuels Summary

ENVIRONMENTAL TRENDS GREENHOUSE GAS EMISSIONS HIT NEW RECORD; EXPERTS DISAGREE ON TEMPERATURE TARGET

Once again, atmospheric volumes of greenhouse gases blamed for climate change hit a new record in 2012.20 Secretary-General Michel Jarraud of the World Meteorological Organization said in November that the accelerating trend was driving climate change, making it harder to keep global warming to within 2 degrees Celsius, a target agreed at a Copenhagen summit in 2009. At that summit, governments decided that temperature increases needed to be no more than 2 degrees C (3.6 Fahrenheit) above preindustrial levels to avoid effects such as more extreme weather, higher sea levels and ocean acidification. If the world pursues its "business as usual" trajectory, it will probably hit the 2 degree mark in the middle of the century. "The more we wait for action, the more difficult it will be to stay under this limit and the more the impact will be for many countries, and therefore the more difficult it will be to adapt," Jarraud said.

However, a recent study by 18 eminent scientists has concluded that the 2 degree Celsius target is wrong.

The study, published in U.S.-based scientific journal PLOS One, said a more appropriate target was around 1 degree C. Warming could be held to around 1 degree C if emissions from burning fossil fuels were cut by 6 percent a year from 2013 and by reforestation, which would result in 500 billion metric tons of cumulative carbon in the atmosphere near the end of the century, the study said. But, if emissions continued to grow until 2020, they would then have to be reduced by 15 percent a year to reach 500 billion metric tons.21 New research suggest that the climate crisis has been caused largely by just 90 companies, which between them produced nearly two-thirds of the greenhouse gas emissions generated since the dawn-

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Winter-Spring 2014 ing of the industrial age. 22 The analysis, which has been published in the journal Climatic Change, found that the vast majority of the firms were in the business of producing oil, gas or coal, and range from investor-owned firms – such as Chevron, Exxon and BP – to state-owned and government-run firms.

Even if emissions could be curtailed by big emitters in rich nations, the total greenhouse gas emissions by China and other emerging nations will surpass those of developed nations this decade, according to a recent report by the PBL Netherlands Environmental Assessment Agency, research group Ecofys, and the European Commission's Joint Research Center. Developing nations' emissions are rising fast and the report predicted that their share of cumulative emissions would reach 51 percent by 2020.23

INTERNATIONAL TRENDS U.S. / CHINA PARTNER ON REDUCING POLLUTION Because the U.S. and China are the two largest carbon emitters in the world, it makes sense that the countries begin to collaborate to combat air pollution EPA Administrator Gina McCarthy.

(AP Photo/Alex Brandon) and emissions. This was the stimulus for the recent trip by the new Environmental Protection Agency (EPA) Administrator Gina McCarthy when she traveled in December to meet with China’s Ministry of Environmental Protection to build on an existing relationship to address climate change.24 During the trip, the EPA planned to focus on providing technical advice to China, much as U.S. Vice Presi-

Clean Technologies and Fuels Summary

INTERNATIONAL TRENDS dent Joe Biden did during his China visit in December. Vice President Biden pledged to help China implement stricter emission standards for vehicles by providing technical assistance to implement a new round of vehicle emissions standards, known as China VI, which would require cars to have filters that capture particulate matter that contributes to heavy smog. EPA and U.S. Energy Department officials will help Chinese counterparts with modeling, testing and other technical research required for developing those standards.25 These diplomatic trips come as citizens of China are growing increasingly frustrated with their government’s handling of environmental issues in recent years. Air pollution has choked many industrial cities and their surrounding areas. In one example, a Chinese town—Harbin—virtually closed down in October after an air pollutant known as PM2.5 reached levels 40 times higher than the concentration considered safe by the World Health Organization. 26 The

Winter-Spring 2014 by smog to ensure rules on fighting air pollution are being enforced.27 And in October, the Chinese central government announced it will start publishing a list of its 10 worst — and best — cities for air pollution each month. Shanghai also released its Clean Air Action Plan in October in an effort to rapidly and substantially improve the air quality in China’s most populous city of nearly 24 million residents. Earlier in July, the government said it would spend $275 billion through 2018 to reduce pollution levels around China’s capital Beijing.28 Further actions in Beijing include a plan to replace the city’s oil-burning buses with greener models by 2017 to help clear the smog. Nearly 14,000 new buses powered by electricity or natural gas will be bought to replace two-thirds of Beijing's bus fleet and halve carbon emissions.29 Beijing's mayor also pledged in January to cut coal use by 2.6 million tons and set aside $2.4 billion to improve air quality this year as part of the city's "all-out effort" to tackle air pollution.30 The city additionally aims to ban all heavily polluting vehicles this year, cut new car registrations and promote new energy vehicles.

TECHNOLOGY TRENDS

Shanghai skyline

pollution in Harbin has caused a 30 percent surge in hospital admissions of patients with respiratory problems, according to the local news media.

In response to the smog crisis, China's Environment Ministry said it will send inspection teams through March to provinces and cities most seriously affected

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Ford Motor Company is a main funder of a new lab that will help electric vehicle (EV) battery developers focus on manufacturing batteries on a pilot scale for testing. The lab opened in October and is located at the University of Michigan campus. Until now, developers had to wait until they came up with a production-ready model for testing and validation, so the new lab enables researchers to catch flaws and areas for improvement much earlier in the process.31 Navigant Research reports that the advanced battery market is in the midst of a massive increase in production output, thanks to growth in the core con-

Clean Technologies and Fuels Summary

TECHNOLOGY TRENDS sumer electronics segment, as well as the emergence of new markets for batteries in electric vehicles (EVs) and stationary storage systems.32 Such new markets include transit agencies and school districts. Chinese automaker BYD hopes to make strong inroads in Southern California through the sale of their battery-powered buses through their contracts with transit agencies in L.A. and Long Beach. The $800,000 eBus has a range of 155 miles on a charge. BYD has an electric bus assembly plant and a separate battery factory north of Los Angeles.33 School districts are being introduced to new electric bus technologies, too. The Kings Canyon Unified School District in the San Joaquin Valley of California will be the recipient of the first collaboration between Trans Tech Bus and Motiv Power Systems. The bus can save 16 gallons of fuel a day or $11,000 annually, according to Trans Tech’s President. The bus uses FIAMM’s SoNick batteries.34

Winter-Spring 2014 were awarded by ZHRO Solutions, developer of a technology used in the conversion of HD trucks. And, Indiana-based Crosspoint Kinetics has announced that Maxwell Technologies is supplying their ultracapacitors to store energy and to deliver power in its S3000 NEXT Generation Hybrid System.37 The hybrid drive system is used for small para-transit buses, shuttle buses, and package delivery vehicle applications.

In February, Walmart Stores Inc. unveiled a concept tractor-trailer that includes a hybrid-electric powertrain and the first-ever trailer made from a solid sheet of lightweight carbon fiber.38 The Walmart Advanced Vehicle Experience, or WAVE, also features a radically designed truck cab, with the driver sitting in the center with electronic controls on either side and a door that slides open. A Walmart representative reports that the carbon fiber trailer is almost 4,000 pounds lighter than existing trailers and has a rounded front panel that increases the aerodynamics of the tractor-trailer unit and adds additional cargo space inside the trailer.

FedEx—a CALSTART member—will soon put 20 electric delivery trucks on the road with hydrogen fuelcell range extenders designed by fuel-cell developer Plug Power. The project, which is funded by the U.S. Department of Energy, will make FedEx's electric delivery trucks capable of a wider variety of tasks. The stock lithium-ion battery packs provide a range of roughly 80 miles per charge, but FedEx hopes the Plug Power fuel-cell range extenders will double the range of the delivery trucks.35 Three additional CALSTART member companies are also in the news for making steady progress in advancing new technologies. Quantum Fuel Systems has announced an additional $3.2 million in new agreements to develop fully-integrated compressed natural gas (CNG) storage and fuel delivery system for aftermarket conversion of heavy-duty (HD) diesel fleets to run on natural gas.36 These agreements

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Walmart Advanced Vehicle Experience WAVE (using a Peterbilt tractor, Great Dane trailer, and Capstone hybrid drivetrain)

Also in February, Cummins and Peterbilt announced the 10.7 mpg “SuperTruck.”39 Improvements for the SuperTruck include an average 75-percent increase

Winter-Spring 2014

Clean Technologies and Fuels Summary

TECHNOLOGY TRENDS in fuel economy, 43-percent cut to greenhouse gas emissions, and 86-percent increase in freight efficiency. These numbers were said to be “real world” indicators based on 24-hour, head-to-head testing running at 64 mph against a 2009 baseline truck. At today’s diesel prices, Cummins and Peterbilt estimate an annual fuel savings of $27,000 over a 120,000 mile year.

driven on the I710 Corridor.

Although these technologies were evaluated specifically for the I-710 Corridor, the ultimate commercialization pathway is larger in order to improve market adoption and increase sales of these types of trucks and reduce their costs.

The study I-710 Corridor looked at what users wanted as well as the technologies which would meet zero-emission criteria. For these types of trucks to be accepted by users, they must meet sufficient power requirements for operation, achieve the necessary daily range (100+ miles) before refueling, and must be capable to be used on all delivery routes. In other words, the zero-emission trucks needed to perform as current diesel drayage trucks.

Cummins-Peterbilt ‘SuperTruck’

CALSTART IN ACTION I-710 ZERO EMISSION COMMERCIALIZATION STUDY

CALSTART recently completed a comprehensive study I-710 Project Zero-Emission Truck Commercialization Study on the use and commercialization of zero-emission truck technologies on California’s Interstate Highway 710 (I-710 Corridor). The I-710 is the principal corridor trucks use to transport cargo containers from the Ports of Los Angeles and Long Beach to the rail yards in central Los Angeles to be shipped beyond the Los Angeles basin. The truck technologies evaluated enable a Class 8 drayage truck to operate in zero-emission mode while being

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Five zero-emission capable truck architectures to be used for Class 8 drayage trucks were considered by the Study. They include: Dual-Mode Hybrid Electric Vehicle (HEV); Dual-Mode Plug-in Hybrid Electric Vehicle (PHEV); Range Extended Electric Vehicle (REEV) with engine; Range Extended Electric Vehicle (REEV) with fuel cell; and Battery Electric Vehicle (BEV). The final truck architectures evaluated were narrowed based on user needs as well as the Study’s requirement that the trucks must have a zero-emission range of at least 50 miles. The final truck architec-

Winter-Spring 2014

Clean Technologies and Fuels Summary

GREENING FLEETS

CALSTART IN ACTION tures evaluated as current technological solutions included: REEV with engine; REEV with fuel cell, and BEV. To support these technology options either electrical and/or hydrogen infrastructure needs to be developed and accessible for use for the successful deployment of zero-emission trucks. Both “fuels” are available along the I-710 Corridor but not developed for transportation purposes. The study found that both types of infrastructure are feasible to develop but would need to proceed concurrently with future deployment of the zero-emission trucks.

Finally, the study reviewed technology costs for zeroemission trucks, in this case batteries and fuel cells.

Both technologies are expected to decrease in cost as they advance and volumes increase but currently remain expensive, making the business case for deployment difficult, particularly the use of BEVs. Wider development of zero-emission trucks and deployment of both other size trucks and other applications for Class 8 drayage trucks would help bring costs down more quickly. Market forces alone will not be sufficient so additional incentives will be required to accelerate deployment and cost reductions.

In summary, zero-emission drayage trucks can be developed, demonstrated, validated, and moved into production by 2025 target timeline proposed in the Study. They can meet the performance requirements desired by users and can show a viable business case assuming appropriate, timely and targeted incentive support and appropriate infrastructure deployment.

The CALSTART I-710 Study can be accessed and read in full by downloading it on the CALSTART web site at http://www.calstart.org/Projects/I-710-Project.aspx.

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CALSTART and the North American Fleet Association (NAFA) are developing a Sustainable Fleet Accreditation program that can be used as a powerful marketing tool to demonstrate that a fleet is taking responsibility for its choices and is a good corporate citizen. The program will help fleets – small or large – quantify their fuel use and track their progress towards sustainability. It will help fleets just starting out to measure the environmental impacts of their operations, and will reward those fleets already taking action with accreditation levels they can achieve. This program, along with a soon-to-be published Fleet Best Practices Manual, will part of an ongoing program to help move sustainable fleet leadership forward.

The Accreditation program and the Best Practices will be unveiled at the 2014 NAFA Institute & Expo on April 8-11, 2014 in Minneapolis. NAFA and CALSTART will host a sustainable fleet education and training track featuring several sessions addressing how to make advanced fuels and vehicles work for their operations during the Expo. For more information, contact Bill Van Amburg at bvanamburg@calstart.org.

OTHER UPCOMING EVENTS

Workshop Info CALSTART- Clean Fuel Ohio Workplace Charging Workshop April 29, 2014 Nationwide & Ohio Farm Bureau 4-H Center Columbus, Ohio Register at www.ohioworkplacecharging workshop.eventbrite.com Contact Jasna Tomic at CALSTART jtomic@calstart.org for more information

Winter-Spring 2014

Clean Technologies and Fuels Summary

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19

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39

15

Danny King. “NYC mayor Bloomberg signs bill requiring 20% of all parking spaces to be EV 'charger ready'.” AutoBlogGreen. December 17, 2013.

“Crosspoint Kinetics using Maxwell ultracaps in hybrid system for trucks and buses.” Green Car Congress. November 5, 2013.

“Wal-Mart Unveils Concept Design for Rig With Hybrid Power, Lightweight Materials.” Transport Topics. February 24, 2014.

Jeff Cobb. “Cummins-Peterbilt ‘SuperTruck’ Posts Benchmark 10.7 mpg.” Hybridcars.com. February 18, 2014.

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