DATE: April 12, 2022
SUBJECT:
Title
PRESENTATION AND DIRECTION TO STAFF ON THE PRELIMINARY HEAVY-DUTY ZERO EMISSION TRUCK TRANSITION PLAN
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EXECUTIVE SUMMARY:
The Maritime Clean Air Strategy includes a vision of “Health Equity for All” and approximately thirty-four near-term objectives, several of which aim to reduce emissions from maritime-related activities and industries. Importantly, the MCAS aspires to achieve 40 percent zero emission heavy-duty truck trips to/from the District’s marine cargo terminals by June 30, 2026, and 100 percent zero emission heavy-duty truck trips by December 31, 2030. At the November 9, 2021 Board of Port Commissioner’s meeting, the Board directed staff to hire a consultant to help prepare a Heavy-Duty Zero Emission Truck Transition Plan that identifies a pathway(s) to meet the MCAS zero emission truck goals for 2026 and 2030. A final Truck Transition Plan is to be presented to the Board during the June 2022 Board meeting. An update on the Truck Transition Plan was scheduled to be presented to the Board on March 8, 2022; however, the item was postponed to the April 12, 2022 Board meeting.
This agenda item will include a presentation on a preliminary heavy-duty zero emission truck pathway and the work conducted to date. The preliminary zero emission pathway recommended by staff to achieve the near-term 2026 goal focuses primarily on deployment of battery electric trucks with the addition of opportunity charging. Opportunity charging refers to recharging the battery of a vehicle during the course of daily operations to extend it mileage. According to the technical analysis, this would possibly achieve 37 percent of truck trips. To close the remaining 3 percent, strategies to advance fuel cell electric trucks with associated infrastructure and/or promote early retirement of diesel trucks to battery electric trucks should be considered.
To achieve the 2030 goal, a combination of battery electric trucks with opportunity charging, as well as fuel cell electric trucks will be needed. However, diesel trucks will need to be replaced prior to the end of their useful life to achieve 100% zero emission truck trips by the end of 2030. These preliminary pathways will be refined based on stakeholder feedback and further analysis of potential optimization strategies to accelerate the transition process as the District strives to achieve its 2026 and 2030 goals.
RECOMMENDATION:
Recommendation
Receive presentation and provide direction to staff on the Preliminary Heavy-Duty Zero Emission Truck Transition Plan.
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FISCAL IMPACT:
Funds associated with the preparation of District plans and technical work are included in the FY 2022 budget within the Professional Services expense account (#620100). Funds required for future fiscal years associated with this topic will be budgeted for in the appropriate year subject to Board approval upon adoption of each fiscal year’s budget.
Compass Strategic Goals:
This agenda item supports the following Strategic Goal(s).
• A Port that the public understands and trusts.
• A thriving and modern maritime seaport.
• A Port with a healthy and sustainable bay and its environment.
• A Port with an innovative and motivated workforce.
• A financially sustainable Port that drives job creation and regional economic vitality.
DISCUSSION:
The Board of Port Commissioners adopted the Maritime Clean Air Strategy (MCAS) on October 12, 2021. The MCAS includes a vision of “Health Equity for All” and contains approximately thirty-four near-term objectives, several of which aim to reduce emissions from maritime-related activities and industries. The MCAS also includes long-term goals to achieve 100% zero emission trucks and cargo handling equipment by 2030. These goals advance the conversion to zero emission technologies ahead of the 2035 zero emission goals proposed by the State and based on staff research are currently the most ambitious goals for heavy duty trucks in the country.
The MCAS aspires to achieve 40 percent zero emission truck trips to/from the District’s marine cargo terminals by June 30, 2026, and 100 percent zero emission heavy-duty truck trips by December 31, 2030. At the November 9, 2021 Board meeting, the Board directed staff to hire a consultant to help prepare a Truck Transition Plan that identifies a pathway(s) to meet the MCAS zero emission truck goals for 2026 and 2030. The Board also directed staff to include an additional near-term scenario that incorporates a combination of zero and near-zero emission technologies to achieve equivalent or better emission reductions by 2026.
Staff were requested to complete the Truck Transition Plan by June 2022 and to provide a preliminary heavy-duty zero emission truck transition pathway at the March 8, 2022 Board meeting. However, the Truck Transition Plan was postponed from the March 8, 2022 Board meeting to the April 12, 2022 Board meeting. The full scope and schedule for the Heavy-Duty Zero Emission Truck Transition Plan can be found in Attachment B. The preliminary heavy-duty zero emission truck transition pathway described herein will assist to identify initial strategies to meet transition goals.
Heavy-Duty Truck Population and Characteristics
District staff and a consultant, WSP, have developed a baseline inventory of heavy-duty trucks which transport freight to and from the marine cargo terminals. The inventory of trucks represents a sample of the overall population of heavy-duty trucks which visit the terminals. Information regarding the trucks was collected through two primary methods: Automated License Plate Reader (ALPR) technology and surveys of fleet managers and truck drivers.
Automated License Plate Reader Data
The existing ALPR system located at the Tenth Avenue Marine Terminal (TAMT) is used to ascertain compliance with State regulations for heavy-duty trucks involved in drayage operations. The system collects and temporarily stores license plate data related to incoming trucks to TAMT. Overall, eleven months of data was collected from the ALPR system. The data was used to determine the make, model, and year of heavy-duty trucks. The data revealed that between January 2021 and the end of November 2021, nearly 2,900 individual heavy-duty trucks visited the terminal comprised of approximately 49,000 truck trips.
Although nearly 2,900 individual heavy-duty trucks visited TAMT in 2021, over 90 percent of these vehicles visited less than five times during the period. This indicates that a smaller population of heavy-duty trucks transport freight to/from the terminal more frequently. Table 1 summarizes the number of trucks and their proportion of overall truck trips to TAMT.
Fleet Manager and Truck Driver Surveys
Although the ALPR system provides important information pertaining to the number of trucks, frequency of trips, and certain characteristics, further information was required to develop the baseline inventory of heavy-duty trucks from which to forecast the truck turn-over to zero emission vehicles. Furthermore, the National City Marine Terminal (NCMT) does not have a license plate reader to conduct the same analysis. Therefore, surveys were conducted of fleet managers and individual truck drivers who own or operate heavy-duty trucks which visit both marine terminals. The surveys were intended to gather information relating to the operation of the heavy-duty trucks such as daily mileage, typical loaded weight, average amount of time the truck is not being used during a shift, location where trucks park at the end of operations, etc. This information is critical in determining zero emission pathways which considers truck technology as well as infrastructure. The surveys delivered to the truck drivers were provided in both English and Spanish. Attachment C includes both the fleet manager survey and the truck driver survey questions.
Overall, 255 responses were gathered from the surveys. A profile of the trucks which operate at the marine terminals is provided in Attachment D. The results of the surveys demonstrate the following:
• Average age of the truck fleet is between 6 - 7 years
• Average daily miles travelled is 355 miles per day
• Average odometer reading is 472,000 miles
• 66 percent of trucks park for a period of four to eight hours following their daily operations
• 100 percent or more of trucks park in off-street parking lots following daily operations
• 100 percent of trucks have a period where they are parked and not in use for a period of greater than an hour during the workday
Furthermore, the preliminary survey results from fleet managers which service the NCMT, accounted for roughly 24,020 annual trips made by 166 individual trucks. Compared to the total truck trips which occurred at the terminal in 2019 and presented in the MCAS, this represents roughly 50 percent of annual truck trips (24,020 / 48,260). Similar to the results from the data presented above for TAMT, a smaller core fleet of vehicles seem to perform the most frequent trips to the terminal. Without the benefit of the ALPR system at the NCMT, the total number of trucks which transport freight at the terminal cannot yet be determined.
Table 2. Summary of Heavy-Duty Truck Trips at the National City Marine Terminal*
|
Number of Individual Heavy-Duty Trucks |
Proportion of Truck Trips |
|
74 |
40% |
|
166 |
50% |
*Because National City does not have an ALPR system, estimates provided are based on the fleet manager survey sample.
Methodology to Forecast Potential Truck Transition to Zero Emission Vehicles
Based on the baseline heavy-duty truck information, a variety of scenarios to determine the conversion to zero emission trucks were evaluated. The scenarios are distinguished by the type of zero emission technologies currently available or soon-to-be commercially available and the ability to provide opportunity charging for battery electric trucks to meet the operating demands of the trucks. Opportunity charging of a battery electric truck refers to the ability to recharge the battery of a vehicle during the course a work shift to extend its range. As discovered from the survey responses summarized above, trucks which service the District’s marine terminals do have periods of time where they are parked during the course of their daily operations which may allow for opportunity charging of roughly 90-minutes.
Two zero emission technologies were used in this analysis: battery electric trucks and fuel cell electric trucks. A battery electric truck is one that operates on electricity stored in a battery pack that can be charged by an external source. A fuel cell electric truck is one that utilizes hydrogen and oxygen to produce electricity to operate the truck. Hydrogen could be refueled at stations similar to current gasoline or diesel fueling stations. Both vehicle types produce zero tailpipe emissions. There are commercially available battery electric trucks today; however, there are no fuel cell electric trucks commercially available on the market in the United States.
The scenarios evaluated in the analysis include the following:
• Battery electric trucks without opportunity charging
• Battery electric trucks with opportunity charging
• Fuel cell electric trucks
• Combination of battery electric trucks and fuel cell electric trucks without opportunity charging for battery electric trucks
• Combination of battery electric trucks and fuel cell electric trucks with opportunity charging for battery electric trucks
For each scenario above, the first test to predict truck conversion to a zero emission technology is whether the truck has met its useful life assumptions. A heavy-duty truck’s useful life was determined per Senate Bill 1, the Road Repair and Accountability Act of 2017, standards which indicates that a truck may achieve its useful life for regulatory purposes if it is thirteen years old with mileage greater than 800,000 miles or eighteen years old with mileage less than 800,000 miles. Although these are assumptions, a truck may actually operate with mileage greater than 800,000 miles or may retire sooner than the time period suggest. If a truck does not meet the useful life thresholds by either 2026 or 2030, then it is not converted to a zero emission technology.
Following the test to determine if a truck has achieved its useful thresholds, the next step is to determine if a zero emission technology can achieve the truck’s operating duty cycle given its daily range. The main assumptions used to forecast the turnover of the diesel trucks to zero emission technologies are outlined below.
• Battery electric trucks were given priority over fuel cell electric trucks because of their commercial availability
• Usable battery capacity is 85 percent for a battery electric truck and will consume electricity at a rate of 2.4 kilowatt hours per mile
• Baseline battery electric truck can achieve a range of 200 miles based on a useable battery capacity of 480 kilowatt hours
• Battery capacity growth will scale 7 percent per year to 2030 resulting in a useable battery capacity of 825 kilowatt hours and a range of 344 miles
• Baseline fuel cell electric truck have a maximum range of 500 miles and will ultimately achieve 800 miles in 2030
• Opportunity charging of battery electric trucks for a period of 90 minutes at a rate of 250 kilowatts
Results of the Technical Analysis
The results of the technical analysis to determine the percentage of truck trips which could be conducted by zero emission trucks are presented in Table 3 and graphically in Attachment E. Table 3 is organized to showcase the percent of trips conducted by trucks which meet the useful life assumptions for conversion to zero emissions and those that are capable of achieving the daily mileage criteria. A summary of the results per scenario will be described below.
Battery Electric Trucks without Opportunity Charging
According to the analysis, an estimated 20 percent of truck trips to the District’s marine terminals could be conducted by battery electric trucks without opportunity charging in 2026. By 2030, the percentage of truck trips which can be accommodated by battery electric trucks increases slightly to 24 percent. In both cases, the MCAS goals would not be achieved. The limiting factors for the battery electric truck scenario without opportunity charging are the ability of the battery electric trucks to meet the operating daily mileages demanded of the trucks and the trucks reaching the useful life assumptions used in the analysis by each milestone year. If existing diesel trucks are retired earlier than the useful life assumptions, than a higher percentage of battery electric truck trips could be achieved by 2026 as well as 2030. To achieve the 2030 goal, replacement of diesel trucks prior to the useful life assumptions used in the analysis would be needed, as well as advances in range extending battery technology in lieu of opportunity charging.
Battery Electric Trucks with Opportunity Charging
As summarized from the surveys conducted, trucks which transport freight to/from the District’s marine terminals indicate that they do have periods of time during their daily operations when they are not operating. This indicates there may be occasion for charging during a daily shift where re-charging of the battery may occur. With the addition of opportunity charging, which extends the daily mileage of battery electric trucks, 37 percent of truck trips are estimated to be accomplished by 2026. This result is just shy of the 2026 goal of 40% zero emission trucks trips by 2026. In 2030, battery electric truck trips with opportunity charging are estimated to achieve 43 percent of truck trips. This result falls well short of the 2030 target of 100 percent zero emission truck trips. Again, the limiting factors are the ability of these trucks to meet the operating demands of the trucks as well as trucks not having met the useful life assumptions. If trucks are retired prior to the useful life assumptions or multiple opportunity charging events can feasibly occur during daily operations, then a higher percentage of battery electric truck trips may be achieved.
Fuel Cell Electric Trucks
Fuel cell electric trucks offer the advantage of additional range, which means they may be able to accomplish a higher frequency of truck trips. According to the analysis, 48 percent of truck trips could technically be accomplished by fuel cell electric trucks in 2026 and 57 percent of truck trips could technically be achieved in 2030. As a result, fuel cell electric trucks could achieve the 2026 milestone, but would fall short of the 2030 target. The main challenge to meet the 2030 goal is that 38 percent of trucks may not have met their useful life criteria. It should be noted that 4 percent of truck trips may not be able to be accommodated by fuel cell electric trucks, however with proper hydrogen fueling stations in place, these trucks should not have a problem with increased daily mileages.
While the use of fuel cell electric trucks proposes an advantage to meet the zero emission truck trip goals, there are not any commercially available fuel cell electric trucks in the United States today. These vehicles are just beginning their pilot demonstration operations in California at the Ports of Los Angeles and Long Beach. Truck manufacturers such as Nikola Motors and Hyundai have announced that they plan to begin production and sale of these vehicles as early as 2023 or 2024. As a result, relying solely on fuel cell electric trucks to achieve the near-term 2026 zero emission goal, is not recommended.
Battery Electric and Fuel Cell Electric Trucks without Opportunity Charging
According to the technical analysis, battery electric trucks and fuel cell electric trucks can technically meet and exceed the MCAS goals of 40 percent zero emission truck trips in 2026. The results indicate that an estimated 20 percent of truck trips can be accommodated by battery electric trucks and an estimated 29 percent of truck trips can be served by fuel cell electric trucks. Achieving this near-term MCAS goal is largely based on the ability of fuel cell electric trucks to replace diesel truck trips with daily mileages, which exceed the capability of battery electric trucks. As discussed, commercialization of fuel cell electric trucks lags the commercial availability of battery electric trucks.
By 2030, the technical analysis demonstrates that an estimated 58 percent of truck trips can be conducted by a combination of battery electric trucks and fuel cell electric trucks, which falls short of the 100 percent goal in the MCAS. The zero emission truck trips are comprised of an estimated 24 percent battery electric truck trips and an estimated 34 percent fuel cell electric truck trips. Although technically capable of achieving more zero emission truck trips, the limiting factor is the age and/or overall mileage of the trucks, which may not be ready to be replaced given the assumptions in the analysis. The analysis indicates that given the age and overall mileage of the trucks, 100 percent zero emission truck trips may not occur until 2035. To achieve the MCAS 2030 goal, existing diesel trucks would need to be replaced earlier than the useful life assumptions used in the analysis, along with advances in range extending battery technology in lieu of opportunity charging.
Battery Electric and Fuel Cell Electric Trucks with Opportunity Charging
With the addition of opportunity charging to extend the range capability of battery electric trucks, the analysis indicates that battery electric trucks and fuel cell electric trucks may technically meet and exceed the MCAS goals of 40 percent zero emission truck trips in 2026. Due to the addition of opportunity charging, an estimated 37 percent of truck trips may technically be met by battery electric truck trips. In addition, an estimated 12 percent of truck trips may be accommodated by fuel cell electric trucks. This option may require the availability of retail electric charging stations to service the charging needs of battery electric trucks while conducting daily operations. Although under development, there are no retail electric charging stations available for heavy-duty vehicles in the San Diego region today.
In 2030, the analysis demonstrates that an estimated 58 percent of truck trips may be conducted by zero emission trucks, which falls short of the 100 percent goal in the MCAS. With the inclusion of opportunity charging, 43 percent of truck trips may be technically achieved by a battery electric truck in 2030. For fuel cell electric trucks, 15 percent of truck trips may be accomplished.
As described previously, the limiting factor for achieving 100 percent zero emission truck trips by 2030 are the assumptions that trucks will be replaced when either 800,000 miles have been met or the truck is 18 years old. If trucks are replaced sooner than the assumptions used in the analysis for either 2026 or 2030, more zero emission truck trips may occur. Moreover, with infrastructure such as electric vehicle chargers and/or hydrogen fueling stations available, both zero emission truck types should be technically capable of achieving the operating demands of the trucks which service the marine cargo terminals and although improvements in technical capability will benefit advancing zero emission truck deployment, other challenges remain, as further detailed below.
Preliminary Zero Emission Heavy-Duty Truck Pathway
To determine the preliminary zero emission pathway, staff evaluated scenarios of technical capability, as described above, as well as commercial availability of trucks and the status of infrastructure and fuel costs. The commercial availability of battery electric trucks in the United States is further advanced than fuel cell electric truck technology. Currently, there are seven manufacturers which have commercial battery electric trucks available. There are no commercially available fuel cell trucks other than buses in the market in the United States today. Although infrastructure is still limited for both technologies, installation of charging infrastructure for battery electric vehicles is further developed than for hydrogen refueling stations. Likewise, the major electric utilities have developed special rates for heavy-duty vehicle charging, particularly during off-peak hours from 9:00PM to 6:00AM. Hydrogen fueling costs, on the other hand, are quite expensive.
To achieve the 2026 target of 40 percent zero emission truck trips, staff propose a pathway with a primary focus on deployment of battery electric trucks with the addition of opportunity charging. As described above, battery electric trucks with opportunity charging can achieve an estimated 37 percent of truck trips in 2026. To close the remaining 3 percent, a secondary focus to advance fuel cell electric trucks and associated infrastructure should be considered. Alternatively, strategies to progress early retirement of diesel trucks to battery electric trucks may also fill the gap to achieve the 2026 goal.
To achieve the 2030 target, a combination of battery electric trucks with opportunity charging and fuel cell electric trucks will be needed. Although difficult to predict whether more focus should be placed on battery electric trucks or fuel cell electric trucks in the long run, both technologies offer opportunities to fleets and truck drivers in the future. As explained, fuel cell electric trucks may allow for longer mileages and quicker refueling which will be necessary for longer range applications. As the combination of these truck types only achieves 58 percent of truck trips in 2030, strategies to promote early retirement of diesel trucks to zero emission options will be necessary.
Challenges
As discussed previously, there are a variety of challenges regarding zero emission technologies. Zero emission heavy-duty trucks are just emerging in the marketplace. There are roughly five battery electric trucks transporting freight to/from the District’s marine terminals today, which were funded by grants from state agencies to demonstrate their capability and performance. The range of most commercially available battery electric trucks has been roughly 120 to 150 miles with extended range vehicles only recently being introduced by manufacturers. These trucks offer between 200 and 250 miles of range and one manufacturer will be producing a vehicle with over 300 miles range shortly. As noted, there are no fuel cell electric trucks available in the market.
Infrastructure to support charging battery electric trucks is beginning to be deployed and there are various programs offered by the electric utilities and state funding to support its advancement. However, deployments are few and publicly available charging for on-route charging for heavy-duty trucks is non-existent throughout the region and the state. A recent report by the California Energy Commission to assess the state’s electric vehicle charging needs indicates that 157,000 fast chargers will be needed to support heavy-duty truck electrification in California by 20301. Similarly, there are limited hydrogen fueling stations developed to support the advancement of fuel cell electric trucks. Nevertheless, further investment by California and the federal government into hydrogen refueling stations and vehicles is expected to occur and may help to advance deployment of fuel cell trucks throughout the decade.
According to the survey results of fleet managers and truck drivers, most of the trucks which service the District’s marine terminals do park their trucks in parking lot areas which may be able to accommodate electric infrastructure to support truck charging. However, locations where trucks may need to recharge along their routes will likely also be required. The MCAS recognizes the need for locations of opportunity charging and contains an objective to develop a concept plan by the end of 2022 that identifies four locations where publicly available charging can be sited in the San Diego region. District staff will present the results of the concept plan to the Board later this year. Meanwhile, the San Diego Association of Governments (SANDAG) is leading a consortium of stakeholders, including the District, to develop a blueprint for zero emission infrastructure to be deployed in the San Diego region. These efforts demonstrate the regional alignment to determine appropriate locations for advancing zero emission trucking.
The costs of these vehicles will be explored in the next steps of the Truck Transition Plan. However, battery electric trucks cost roughly three times the cost of new diesel trucks. Commercial prices of fuel cell electric trucks are not yet known. The California Air Resources Board predicts the cost of a fuel cell electric truck to be slightly greater than a battery electric truck in 2025. These costs are expected to decrease throughout the decade. Due to cost savings incurred through operation of zero emission trucks with lower maintenance and cheaper fueling, zero emission trucks are expected to have a lower total cost of ownership depending on their duty cycles. However, the high capital investment to procure zero emission trucks and infrastructure for small trucking businesses represents a barrier without appropriate financing and incentives.
Another challenge is the production schedule of the manufacturers. Although manufacturers will need to begin production and sell a portion of their trucks as zero emission models starting in 2024, the number of trucks which will be available is uncertain. In addition, not all trucks that transport freight are alike. Some trucks require specialized modifications and technologies such as power take-off units to provide power to hydraulic pumps on their trailers. The availability of these models with specialized capabilities is also uncertain.
Lastly, a limitation of this analysis may be the assumptions used. As discussed previously, the replacement of diesel trucks based on useful life and overall mileage may be too conservative. Replacing diesel trucks ahead of their useful life assumptions increases the frequency of zero emission truck trips with the least amount of individual trucks.
Next steps
Following the April 12, 2022 meeting, District staff will adjust the analysis to forecast a heavy-duty zero emission pathway, based on Board direction and stakeholder feedback. As the aforementioned zero emission pathways presented in this Agenda Sheet are preliminary, further analysis is required to determine costs, emission reduction, and a summary of infrastructure needs. It should be noted that stakeholders continue to provide staff feedback on opportunities and challenges, including recent feedback provided at the District’s Maritime Stakeholder Forum held on March 24, 2022, and stakeholders are encouraged to continue to provide input to staff (Attachment F).
Per the Truck Transition Plan schedule presented in Attachment B, District staff will undertake the next phases of the Truck Transition Plan, which include evaluating a scenario which includes a combination of zero emission trucks and near-zero emission trucks. Concurrently, staff will begin developing a suite of recommendations for implementation. This process will include discussions with external stakeholders to ascertain suitable recommendations to provide the Board. The final draft of the Heavy-Duty Zero Emission Truck Transition Plan will be presented to the Board in June 2022.
General Counsel’s Comments:
The Office of the General Counsel has reviewed and approved this agenda, as presented, as to form and legality.
Environmental Review:
This Board item does not constitute an “approval” or a “project” under the definitions set forth in California Environmental Quality Act (CEQA) Guidelines Sections 15352 and 15378 because no direct or indirect changes to the physical environment would occur. CEQA requires that the District adequately assess the environmental impacts of its projects and reasonably foreseeable activities that may result from projects prior to the approval of the same. Any project approval resulting in a physical change to the environment will be analyzed in accordance with CEQA prior to such approval. CEQA review may result in the District, in its sole and absolute discretion, requiring implementation of mitigation measures, adopting an alternative, including without limitation, a “no project alternative” or adopting a Statement of Overriding Consideration, if required. The current Board direction in no way limits the exercise of this discretion. Therefore, no further CEQA review is required.
In addition, this Board item complies with Section 87 of the Port Act, which allows for the establishment, improvement, and conduct of a harbor, and for the construction, reconstruction, repair, maintenance, and operation of wharves, docks, piers, slips, quays, and all other works, buildings, facilities, utilities, structures, and appliances incidental, necessary, or convenient, for the promotion and accommodation of commerce and navigation. The Port Act was enacted by the California Legislature and is consistent with the Public Trust Doctrine. Consequently, this update is consistent with the Public Trust Doctrine.
Finally, this Board item does not allow for “development,” as defined in Section 30106 of the California Coastal Act, or “new development,” pursuant to Section 1.a. of the District’s Coastal Development Permit (CDP) Regulations because it will not result in, without limitation, a physical change, change in use or increase the intensity of uses. Therefore, issuance of a Coastal Development Permit or exclusion is not required. However, development within the District requires processing under the District’s CDP Regulations. Future development, as defined in Section 30106 of the Coastal Act, will remain subject to its own independent review pursuant to the Districts certified CDP Regulations, PMP, and Chapters 3 and 8 of the Coastal Act. The Board’s direction in no way limits the exercise of the District’s discretion under the District’s CDP Regulations.
Diversity, Equity, and Inclusion Program:
This agenda sheet has no direct DEI impact on District contracting and workforce reporting at this time.
PREPARED BY:
Philip Gibbons
Program Director, Planning
Attachment(s):
Attachment A: Draft Presentation
Attachment B: Heavy-Duty Zero Emission Truck Transition Plan Schedule
Attachment C: Fleet Manager and Truck Driver Surveys
Attachment D: Truck Profiles Based on Survey Responses
Attachment E: Results of the Technical Analysis to Determine Frequency of Zero Emission Truck Trips
Attachment F: Environmental Health Coalition Comments on the March 8, 2022 Heavy-Duty Zero Emission Truck Transition Plan Board Item (2022-0037)
References:
1 Alexander, Matt, Noel Cristostomo, Wendell Krell, Jeffrey Lu, and Raja Ramesh. July 2021. Assembly Bill 2127 Electric Vehicle Charging Infrastructure Assessment: Analyzing Charging Needs to support Zero-Emission Vehicles in 2030 - Commission Report. California Energy Commission. Publication Number: CEC-600-2021-001-CMR.