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New California Mandate: 100,000 trucks without emissions by 2030



New California Mandate: 100,000 trucks without emissions by 2030

The nation’s heaviest clean air mandate for trucks was approved Thursday by the California Air Resources Board.

As a result, the board ordered the manufacturer heavy duty and heavy duty commercial trucks to begin selling the zero-emission version in 2024, with 100,000 sold in California in 2030 and 300,000 in 2035.

“This is a brave step we took today,” said air board member Judy Mitchell, adding it was a daunting challenge, given the public investment that would be needed for buyer incentives and charging infrastructure.

This mandate is intended to cut air pollution and push the country towards an ambitious goal of reducing greenhouse gases – 40% below 1990 levels by 2030 and 80% below by 2050.

Environmentalists, health advocates, supporters of climate action, and others voiced their strong support at online hearings Thursday before the vote. Likewise, electric truck and bus makers.

“California is once again leading the country in the struggle to make our air cleaner, becoming the first place in the world to mandate zero emissions trucks by 2045,” Governor Newsom said in a statement. “Communities and colored children are often forced to breathe the most polluted air, and today’s sounds make us closer to a healthier future for all our children.”

Representatives of traditional manufacturers, 95% of products supported by diesel fuel, oppose the mandate and suggest that it is not possible to meet the air board timeline.

The mandate is “flawed,” said Jed Mandel, president of the Truck and Engine Manufacturers Assn., An industry group. “There is no filling infrastructure, there are insufficient incentive funds” for buyers and trucks without emissions “more expensive than traditional fuel trucks,” he said.

When approving a mandate, the council pushed the infrastructure and incentive funding questions into the future.

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Mandel suggested the program be delayed for two years, until 2026, to allow more time to install truck-specific filling systems and for policy considerations to encourage the purchase of these vehicles: state incentives for buyers and mandates for fleet operators to purchase a specified percentage of trucks without emission.

The air board will conduct a detailed survey of fleet operators with more than 50 trucks doing business in California to help determine what additional policies are needed to increase demand. The mandate for picking up trucks starts from pickups that can transport three-quarters of a ton to semi-loaded trucks weighing 80,000 pounds. The air board said that about 75,000 such trucks are sold every year.

Dawn Fenton, head of government relations for the Volvo Group, said the company is committed to moving quickly to the truck market without emissions but “we doubt the market’s readiness to absorb the volume proposed in this regulation.”

Supporters of the mandate argue that California cannot meet its greenhouse gas goals if diesel trucks are ultimately not removed.

“The faster we move, the faster the sky will be clean and public health will improve,” said Andrea Vidaurre, policy analyst at the Center for Community Action and Environmental Justice, based in the Jurupa Valley near Riverside.

He stressed that roads, ports, distribution centers and rail yards tend to limit low-income areas, thereby increasing health risks for people who live there.

Diesel trucks contribute nitrogen oxides, particles, and other pollutants that are proven to cause lung damage, asthma, and cancer, among other serious health problems.

Several other states, mostly in the Northeast, plan to adopt the air council’s mandate, known as the Advanced Clean Trucks initiative. “There is clearly a national interest” in reducing pollution, said Katy Dykes, commissioner in the Connecticut Department of Energy and Environment, said Thursday.

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Transportation is the largest contributor to greenhouse gases in the state, pumping more than one third of the total produced by humans. Industrial and electricity resources are the second and third.

Electric and hydrogen battery cell trucks do not produce vehicle emissions, even if the original energy source is non-renewable electricity generation, they still have a carbon footprint. That is why the country also aims for 60% of electricity to be produced by the sun, wind and other zero-carbon sources by 2030 and 100% by 2045.

Like the credit system used by California to require manufacturers to sell vehicles without emissions in California, the truck’s mandate is based on the credit market. Basically, manufacturers who sell a certain percentage of vehicles without emissions in California get credit that can be sold to manufacturers that don’t sell enough. The state plans to have 4,000 emission free trucks operating in 2024, 100,000 in 2030, and 300,000 in 2035.

The state states that 50% of medium duty trucks and 30% of large rigs sold each year will be zero-emissions by 2030.

Medium-duty electric trucks – mainly, large vans and box trucks without semi-trailers – are expected to succeed faster than semi-electric trucks because the range requirements for their hauling work are lower and they can be charged to an overnight depot.

Many new players are competing in this segment, including Rivian and Chanje. Calstart, the clean transportation industry group, said 169 different zero-emission commercial models will be available by the end of this year, compared with 95 in 2019. Amazon has invested in Michigan-based Rivian and said it plans to buy 100,000 electric shipping vans from the company over the next few years.

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All major truck manufacturers are developing electric trucks, which are powered by batteries or hydrogen electric fuel cells. That includes the Freightliner Daimler, Volvo, Navistar International brands as well as Paccar Peterbilt and Kenworth.

Toyota and Kenworth have started a pilot program in the Port of Los Angeles, partly funded by California taxpayers, with 10 fuel cell trucks. A new company called Nikola began operations this month at a plant in Arizona to build fuel cell semi-trucks. Tesla announced an electric semi truck in 2017, but plans for making it remain on ice.

Start-ups will benefit, but traditional manufacturers “will have difficulty dealing with this,” Antti Lindstrom, commercial truck market analyst at IHS Markit, told The Times.

While alternative energy trucks might make financial sense for fleet owners based on long-term ownership costs, he said, the upfront costs of such trucks are much higher: $ 125,000 for diesel semi-truck trailers is a rough industry rule. more than $ 200,000 for zero emission equivalents, depending on the range and underlying technology.

The lack of charging infrastructure today and the lack of incentives for buyers is a serious problem, Lindstrom said. And even if they are dealt with, with the country in a serious budget crisis, “who will pay for it?”

Building truck filling infrastructure is very important, said air council member Barbara Riordan. He chose the mandate but noted that truck manufacturers such as Volvo, receiving state grants for the electric truck pilot program, complained about the lack of charging stations. The state needs to “make sure we don’t create problems that we cannot overcome,” Reardon said.

Board members barely mentioned the California budget shortfall, which reached around $ 54 billion, largely due to the effects of the COVID-19 pandemic.

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Prize for the Portuguese. Andre Silva is Champions League Player of the Week



Prize for the Portuguese.  Andre Silva is Champions League Player of the Week

BUTndre Silva won the competition and became the best player of the week in the Champions League, informed UEFAthis Thursday.

The former Porto striker scored in Jota’s 3-1 victory over Celtic Leipzig, scoring a brace in a match that was signed after his Portuguese compatriot equalized.

In addition, Andre Silva also provided the assist for Nkunku, scoring the first goal of this Wednesday’s game in which huge show of foreign fans.

In addition to the Leipzig striker, Di Maria (Juventus), Bellingham (Borussia Dortmund) and Di Lorenzo (Napoli) also fought in the fight for the prize, but it was the Portuguese who managed to smile after voting for the third round of the competition, the famous This Thursday is the fair.

Read also: Diogo Costa and Andre Silva named to Champions League Team of the Week

See also: Andre Silva among the nominees for the title of the best player of the week in the Champions League

See also: double dose. Andre Silva returned to celebrate and sentenced doubts

See also: Andre Silva took advantage of Hart’s colossal mistake and responded to Jota’s goal

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Eternal Portuguese deja vu – Renaissance



Eternal Portuguese deja vu - Renaissance

At the end of the summer of 1972, exactly half a century ago, SEDES – Associação para o Desenvolvimento Económico e Social (the most famous reformist think tank during Marseilles) issued a document for the country entitled “Portugal: The country we are, the country we want to be “. The Marseille spring had already turned into autumn: Américo Thomas had just been re-elected, the colonial war had dragged on, repression had intensified, and an economic crisis was already brewing. Seeing the general frustration, and at the same time willing to go against it, the signatories of CEDES began by asking “Where will we be and how will we be in 1980?” to criticize the obstacles that overshadowed Portugal in the early 1970s.

Among the “problems that are getting worse without a solution”, emigration stood out, indicating the country’s inability to offer better living and working conditions to those who left; the growing inflationary process, reflected in the cost of living; the inevitability of economic integration in Europe when the country is not ready for international commercial competition; “disaggregation of regional economies” with “continuous depopulation of municipalities and regions” within the country; or “deterioration of public administration” when the government fails to promote a “prestigious, moralized, revitalized and efficient public sector”. “No one will have any difficulty,” continued the text, “to add to a new list of urgent questions that seriously endanger national life, about which much has been said and which, year after year, continue to wait for a sufficient solution.” Therefore, “the prevailing feeling in the country” in contemplation of the recent past and present could not but be “annoyance at urgent battles, the need for which was endlessly discussed, at decisions that were changed or postponed, and at rejected goals” or which were not clearly formulated ” .

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Between “untapped resources” and/or “lack of organizational and decision-making capacity” there was “widespread anxiety” stemming from the inevitable observation that “we are very far from the results that we could achieve thanks to the progress of the Portuguese and Portugal”. This was the macro goal of the reformist, humanist and liberalizing technocrats that SEDES brought together. “Ultimately,” they reminded Marcelo Cayetano, “the real obstacle can only be associated with the low political priority of economic and social development in our country.” So, in short, there was an urgent need to “radically change our economic, social and political way of life”, since “a national balance based on general anemia, repression and weakening of various participants” is unsustainable and pernicious.

SEDES did not know that the Estado Novo would fall in April 1974, that democracy would come in 1976, and Europe from the EEC (after EFTA) in 1986 of repression, finally gained the freedom that was discussed between the lines of the 1972 manifesto ., there would be conditions for solving (almost) all economic and social problems of development and cohesion.

Fifty years have passed since this manifesto, and almost the same number has already been in democracy. However, if we compare the above quotes with the Portuguese present, the feeling of deja vu is indescribable. SEDES wondered what the country would be like in 1980 and is wondering today (in its recent study “Ambition: Doubling GDP in 20 Years”) where we will be in 2040. It may be a replay of a sad fate: knowing (some) where to go, but never getting there!

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Algeria interested in Portuguese companies investing in renewable energy – Observer



Algeria interested in Portuguese companies investing in renewable energy - Observer

Foreign Minister João Gomes Cravinho met this Wednesday with his Algerian counterpart Ramtan Lamamra, who expressed interest in Portuguese companies investing in Algeria’s solar and wind energy.

Speaking with Lusa, João Cravinho also said that for 2023 it was decided to hold a “high-level meeting chaired by the prime ministers” of the two countries, a meeting to be held in Algiers, in addition to the state visit of the President of Algeria. Algeria to Portugal.

The Portuguese foreign minister said today’s visit to Algeria, where he was with Ramtan Lamamra, whom he has known since 2005 when he was ambassador to Lisbon, is “based on old knowledge”, but also a visit to a country that “does not to be a neighbor”, shares “a lot of fears”. “Not being a neighboring country, it almost shares many concerns about the region, the Mediterranean, the European Union’s relationship with Africa and the Arab world. It was important for us to talk about what we can do together as part of the geopolitical and geo-economic transformation,” he explained.

João Cravinho stressed that the issue of Russia’s invasion of Ukraine was a factor “which could not but be the subject of dialogue”, and also added that “geo-economic issues related to energy, renewable energy sources and the opportunities that come with the digital transition” also were on the table.


“While Algeria is a major exporter of fossil fuels, it is also a country with huge potential in terms of solar and wind energy. We have very qualified companies in these areas, and the Algerian side has expressed interest in [ter] Portuguese investors in these areas,” the minister said.

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The official said that it would be a matter of working with the Portuguese Agency for Investment and Foreign Trade (AICEP), with the Secretary of State for Internationalization, as well as with a sectoral ministry, namely the Ministry of Environment and Climate Change. A “high-level meeting chaired by the prime ministers” of the two countries is scheduled for 2023, a meeting to be held in Algiers, in addition to the Algerian President’s state visit to Portugal.

“We have a very busy calendar between the two countries. Now we will try to organize a mixed commission, where technical specialists from both countries will gather,” he said, stressing that there are “14 legal documents that are practically finalized and will be signed” in 2023.

João Gomes Cravinho was on a visit to Algiers today to assess bilateral relations in the economic sphere, as well as in terms of cooperation, language and culture, and to discuss international issues.

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