ISSUE 2 2023 Rhode Warrior ISSUE 2 2023 THE OFFICIAL MAGAZINE OF THE RHODE ISLAND TRUCKING ASSOCIATION (RITA)
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RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 3 CONTENTS ISSUE 2 2023 Rhode Warrior FEATURES 17 Navigating the Road Ahead 18 Charging Infrastructure Challenges for the U.S. EV Fleet BY AMERICAN TRANSPORTATION RESEARCH INSTITUTE (ATRI) 20 Thank you, RITA Sponsors! 23 The Future of Diesel Technology BY ALLEN SCHAEFFER 26 RITA Recognizes Outstanding Individuals 29 It’s Time for Your Journey into a Zero-Emission Freight Future BY MIKE ROETH 30 Navigating the Road Ahead BY MIKE BAER 31 We Remember Mark Greenberg, NETTTS 33 ACCII & ACT Informational Fact Sheet BY RHODE ISLAND DEPT. OF ENVIRONMENTAL MANAGEMENT COVER STORY 10 California is NOT the ‘Place You Oughta Be’ BY STEVE BRAWNER RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 3 38 The Long Road to TAEC 2023 BY CHRIS MAXWELL 39 B2B Marketplace DEPARTMENTS 5 Chair’s Message: Roadmap to Success BY DEBORA BABIN-KATZ 5 RITA’s Board of Directors 7 From the President: California Dreamin’ BY CHRIS MAXWELL 9 Advertising Resource Index
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RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 5 For more information, contact RITA at: Rhode Island Trucking Association, Inc. 831 Bald Hill Road, Warwick, RI 02886 Phone 401-729-6600 | Fax 401-729-5220 ritrucking.org Secretary Frank Kernan Alta Material Handling Treasurer Jeff Smith Ocean State Job Lot Immediate-Past Chairman Mike Kiselica Kiselica Law Past Chairman Mark Giuffre UPS Past Chairman Jim Anderson Anderson Motors Past Chairman John Anderson Anderson Motors Al Batista Gold Medal Bakery Past Chairman Daniel Bell Ocean State Oil Richard Calderone Petrodriver Transportation Al Cook Coletta's Garage Al D'Angelo XPO Logistics David Duhamel N & D Transportation Chris Gossler Volvo Trucks Past Chairman David Harrison Conlon Moving & Storage Justin Jarvis New England Truck Solutions William Kelsey N.E.T.T.T.S. Carla Manni Trans-Link Al Murat UPS Joseph Quattrocchi Santoro Oil Ryan Roche D.L. Terminals Anthony Santoro, Jr. C.K. Smith Superior Clarence Snead S & S Trucking John Tweedie Penske Truck Rhode Warrior BOARD CHAIR’S MESSAGE ISSUE 2 2023 Rhode Island Trucking Association Board Chair Debora Babin Katz TrucBrush Board of Directors ROADMAP TO SUCCESS... Like many of you, when I think back on my childhood, I often hear my parents’ sayings rattling around in my head. I am fortunate enough to have two amazing parents, though my dad can be an intimidating guy. I never want to let him down. One of his sayings I recall the most is: “Proper Planning and Preparation Prevents Piss Poor Performance.” It’s also referred to as “the 7 Ps” and was originally coined by the British Army. (And yes, Dad was in R.O.T.C, a Navy Officer and served in the Vietnam War.) I can still hear Dad explaining to us kids how important a plan is, and “you better put the time and energy into it, or you risk failure to execute successfully.” This is also true for any organization, RITA included. The last time RITA’s board convened to discuss strategic planning was in 2017. Back then, there were just some rumblings as to whether truck only tolling in the state of Rhode Island was a threat to our members and the transportation industry. No one could foresee that we would also need to find a new home to call headquarters, and who could have even imagined the supply chain disruptions of a global pandemic? RITA is fortunate to have the many thought-leaders who have carried this organization through these and other difficult times. It’s important for an organization to have a written strategic plan. I’ll call it a roadmap to guide leadership to always offer its members the right benefits, training and education to help them achieve greater success. A written plan allows us to be able to pivot effectively when challenges arise, and to finetune our goals on a regular basis. As your chairwoman, I have made this another priority in the coming year in order to serve you, our members, better. This September, the board participated in an offsite strategic planning kickoff event. Both current and past leaders came together to discuss openly the challenges facing the transportation industry and RITA’s members. We also spoke about the many opportunities for RITA to play an instrumental role in assisting transportation companies in workforce development, in driving the NextGen to our incredible industry, and other member benefits/programs we could offer to help you achieve greater success in your businesses. From these conversations, a newly appointed Strategic Planning Committee will, with the assistance of an outside advisor, develop a formal, written Strategic Plan for RITA. Hard work lies ahead for the next year. I hope to have our roadmap by the end of my two-year term as your chair in December 2024 in order to help guide RITA’s future leaders in developing and delivering assistance to its members. If you are interested in joining the Strategic Planning Committee, please reach out to Chris Maxwell or drop me a line. I appreciate those who have already come forward to volunteer to work with us on this important endeavor. As Lee G. Bolman points out in his book, “a vision without a strategy remains an illusion,” or as Dad would say, “lacks the 7 Ps.” Debora Babin Katz Debora Babin Katz VP, TrucBrush and RITA’s 2023-2025 Board Chair [email protected]
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RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 7 Rhode Island Trucking Association is an affiliate of the American Trucking Associations. RITA is a Rhode Island corporation of trucking companies, private carrier fleets and businesses which serve or supply the trucking industry. RITA serves these companies as a governmental affairs representative before legislative, regulatory and executive branches of government on issues that affect the trucking industry. The organization also provides public relations services, education services, operational services and serves as a forum for industry meetings and membership relations. Rhode Warrior ISSUE 2 2023 For more information, contact RITA at: Rhode Island Trucking Association, Inc. 831 Bald Hill Road, Warwick, RI 02886 Phone 401-729-6600 | Fax 401-729-5220 ritrucking.org The Official Magazine of the Rhode Island Trucking Association (RITA) PRESIDENT’S MESSAGE Rhode Warrior is owned by the Rhode Island Trucking Association and is published by Matthews Publishing Group. To request additional copies, order reprints of individual articles or to become a subscriber to Rhode Warrior, please contact Monique Chartier at (401) 729-6600. To inquire about advertising, please contact the publisher at (501) 690-9393. Publisher Jennifer Matthews-Drake Matthews Publishing Group [email protected] Executive Editor Christopher J. Maxwell Managing Editor Monique Chartier Creative Director Fran Sherman [email protected] Graphic Designer Barbara Negron Ad Production Doug Benjamin Photographer Bryce Vickmark Contributing Writers Steve Brawner Dan Calabrese Andrew Dunn Eric J. Francis Kevin Jones Johnny Kampis Renee Miller David Monteith Jack Roberts John D. Schulz Lacey C. Thacker Todd Traub Rhode Island Trucking Association President & CEO Christopher J. Maxwell [email protected] Member Services & Communications Director Monique Chartier [email protected] RITRUCKING.ORG Everyone seems to be California Dreamin’ these days. That state has long set the standard and the trend for electrification in transportation and, in many cases, has usurped the authority of the federal government and set unrealistic standards for the green revolution. America has always strived for the loftiest of goals for humankind, and while we must applaud the noble cause of environmentalism, we must also question, among a plethora of factors, the monetary and operational costs and feasibility of these initiatives. So let me get the ‘default’ proclamation out of the way for now – one that we inquisitive stakeholders seem conditioned and obligated to say in order to somehow stave off the criticism and attacks that loom if we dare to question. Here we go: “We all want a cleaner, greener earth and a more atmospheric-friendly humankind toward earth – yadda, yadda, blah, blah, blah.” But there are real, dead serious costs that must be balanced before we turn the world upside down in favor of climate activism. I place myself in the middle-right of this debate. I believe there are things we should and could be doing to curb greenhouse gases and work toward long term decarbonization. But I also believe this issue has become ‘religion’ for some who, by their actions, are setting us back and undermining real, sustainable progress on this issue. And like any issue, I suggest you ‘follow the money.’ My opinion. One of the most compelling statistics trucking ‘hangs its hat’ on is the fact that 60 trucks of today have the same carbon footprint as one truck from yesteryear. That’s not an accomplishment to sneeze at, but one to be respected and admired due to the combined efforts of trucking OEMs, operators, the trucking industry – most specifically the American Trucking Associations - a vested partner toward clean trucks, and finally the EPA. Yet, fanaticism now rules the day and the great strides that have been made no longer seem to be enough as fear mongering has a taken grip over common sense, patience, and real progress. I also question the real commitment and actual knowledge of the issue by elected leaders who would rather ‘go along to get along’ rather than rock the boat and do their proper due diligence. Locally, RITA has engaged with stakeholders on initiatives such as clean diesel upgrades. But, in truth, that engagement doesn’t seem to have earned us a well-deserved and critical seat at the table as programs are rolled out. Sometimes I believe the truth hurts and common sense has no place in this critical dialogue. The woefully short incentives that Rhode Island has on the table to incentivize investment in EV equipment transition – $2500 – shows a lack of seriousness from our political leaders. Two CALIFORNIA DREAMIN’ CONTINUES ON PG 9 As operators, dealers, shippers, maintenance facilities and countless affected stakeholders, you will be called upon – whether it be through fleet-electrification mandates or shipper metrics that disqualify you as a carrier due to your carbon footprint – to comply on matters that will prove costly and, in many cases, unattainable and threaten your business’ very survival.
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RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 9 things – recent underperformance by the state of Rhode Island and its own EV fleet transition, plus a silent inconspicuous retreat and adjustment of these goals – highlight the very nature of our concerns as fleet owners attempt to interpret and plan for new rules. More chillingly, this seems to be a case of ‘do as I say, not as I do.’ This edition of Rhode Warrior is dedicated to bringing you information on this volatile and contentious matter – some subjective and some objective. The cover design is quite deliberate - a nebulous and vast sea of pale green with a prominent question mark which speaks loudly to the fact that there are far more questions than answers. What’s most important is that, as a vested member of the trucking community, you use this information to become a better-informed messenger and advocate and, above all, draw your own conclusions from its content. As operators, dealers, shippers, maintenance facilities and countless affected stakeholders, you will be called upon – whether it be through fleet-electrification mandates or shipper metrics that disqualify you as a carrier due to your carbon footprint – to comply on matters that will prove costly and, in many cases, unattainable and threaten your business’ very survival. So, for now, we’ll continue to play nice and say all of the right things. But as facts pile up and realities set in, our default ‘niceties’ may take on another tone. Recent history show that our members are not afraid to say “no”, to fight, and to prevail on the side of an issue based on facts. Christopher J. Maxwell President & CEO Rhode Island Trucking Association [email protected] Rhode Warrior ISSUE 2 2023 ADVERTISER RESOURCE INDEX This publication was made possible with the support of these corporate advertisers. They support the trucking industry by enabling RITA to provide this publication to its members, prospective members, elected officials and the business community at large. They deserve your consideration and patronage when making your corporate purchasing decisions. Please visit ritrucking.org to see the digital version of Rhode Warrior with live links to advertisers’ websites. PRESIDENT’S MESSAGE Anderson Motors.......INSIDE FRONT COVER B2B Marketplace ................................... 37 Ballard Truck Center.................BACK COVER Big Iron Auctioneers................................ 16 Coletta’s..................................................... 4 Conlon Containers................................... 37 Delta Dental of Rhode Island .................. 37 Drivers Legal Plan.................................... 13 eNow ........................................................ 8 Great West Casualty Company .....................................INSIDE BACK COVER Howes Products ...................................... 12 Ivy Wealth Management ........................ 31 Material Sand & Stone ............................ 30 The Pete Store ......................................... 14 TrucBrush................................................. 37 Penske Truck Leasing........................... 6, 22 Phoenix Truck & Auto............................... 37 RedBird Brands........................................ 37 RITA Foundation - Legacy Tiles................. 25 Swipe for a Cause .................................... 37 Wreaths Across America........................... 28 USI Insurance .......................................... 30 "But there are real, dead serious costs that must be balanced before we turn the world upside down in favor of climate activism. I place myself in the middleright of this debate. I believe there are things we should and could be doing to curb greenhouse gases and work toward long term decarbonization. But I also believe this issue has become ‘religion’ for some who, by their actions, are setting us back and undermining real, sustainable progress on this issue." CONTINUES FROM PG 7
California is Not the ‘Place You Oughta Be’ BY STEVE BRAWNER CONTRIBUTING WRITER When it comes to emissions regulations, Rhode Island shouldn’t be a carbon copy of California. This is not a simple ‘plug and play’ proposition. That’s RITA’s message as Rhode Island is poised to adopt California’s Advanced Clean Trucks rule and then foreseeably could later adopt that state’s Advanced Clean Fleets rule if it survives a legal challenge by the California Trucking Association. On May 10, Rhode Island Governor Dan McKee announced that Rhode Island would adopt the Advanced Clean Trucks rule and another rule, Advanced Clean Cars II, governing light-duty vehicles. The Rhode Island Department of Environmental Management is in the process of finalizing the rule. Under the federal Clean Air Act, Rhode Island has until Jan. 2, 2024, to adopt California’s standards for model year 2027. CONTINUES 10 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG
“Rhode Island just drastically failed to meet its own fleet electrification goals. They didn’t even make an honest effort. So, if the state with taxpayer money and all the collateral and ability to meet its own goals doesn’t even come close, how in God’s name do they expect us to have any level of success in the real world? There are some real problems.” —Chris Maxwell, president & CEO, RITA RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 11
12 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG The Environmental Protection Agency on March 31 approved California’s waiver request for its Advanced Clean Trucks rule. California enacted the rule in 2021 to create the nation’s first zero-emission truck sales requirement for manufacturers. In 2024, 9% of Class 4-8 vocational trucks and 5% of Class 7-8 tractors sold in that state must be zero-emission trucks. By 2035, the numbers are 75% and 40%. Under the Clean Air Act, California can set its own air quality standards as long as it receives an EPA waiver, which so far has always been granted. Other states are allowed to adopt identical standards rather than the EPA’s national ones. Some tend to follow California’s lead, including Rhode Island. Those are among 17 states and the District of Columbia that have signed a memorandum of understanding pledging “to work together to foster a selfsustaining market for zero-emission mediumand heavy-duty vehicles.” Mike Tunnell, American Trucking Associations senior director, energy and environmental affairs, said the Advanced Clean Trucks rule is forcing manufacturers to determine how they will comply with the mandates. One potential option is limiting the number of diesels they sell. RITA President and CEO Chris Maxwell said Rhode Island policymakers shouldn’t adopt California’s emissions regulations without considering The Ocean State’s own circumstances. “Regardless of what’s sweeping from the west to east, each government official has a duty to exercise vigilance and due diligence on this, not to just trust in the fact that California is the end-all, be-all on this,” he said. “There are different conditions, different infrastructure, different climate, different business structures, and I think it’s negligent for our elected officials just to blindly implement these laws, these programs. And to further that, there’s very little engagement with the end users, us being the trucking industry. So, I think that we’ve got a problem.” Maxwell said Rhode Island officials have an attitude of “Let’s just cut and paste and hold our breath and cross our fingers.” Maxwell noted that while the federal government provides fleets $40,000 to purchase a zero-emission truck, the state of Rhode Island is offering only $2,500. That’s laughably low considering zero-emission trucks cost hundreds of thousands of dollars more than diesel-powered ones. “We’re not big trucking,” he said. “We are small businesses on wheels, and if they think that we’re going to take this seriously when they’re throwing $2,500 a unit at us when HOWESPRODUCTS.COM 1-800-GETHOWES (438-4693) FOR EVERY DIESEL. DIESEL DEFENDER® When low lubricity, harmful deposits, and poor fuel economy attack, defend your engine with Howes Diesel Defender. THE BEST DEFENSE IS THE BEST DEFENDER CLEANS FUEL INJECTORS ADDS LUBRICITY BOOSTS FUEL ECONOMY REMOVES WATER E F WITH
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 13 (800) 580-8789 driverslegalplan.com CDL TICKET DEFENSE | CSA VIOLATIONS | CDL TICKET DEFENSE | CSA VIOLATIONS | CDL TICKET DEFENSE | CSA VIOLATIONS | PROVEN RECORD OF SUCCESS | 30 YEARS OF EXPERIENCE PROVEN RECORD OF SUCCESS | 30 YEARS OF EXPERIENCE PROVEN RECORD OF SUCCESS | 30 YEARS OF EXPERIENCE states like Massachusetts and New York and New Jersey are throwing tens and hundreds of thousands of dollars as incentives, then, again, these are not serious people we’re talking to.” Maxwell pointed out that the state of Rhode Island is failing to meet its own fleet electrification goals. Former Gov. Gina Raimondo in 2015 signed an executive order establishing the state’s Lead by Example program. It set a goal of ensuring at least 25% of the state’s new light-duty vehicle purchases and leases will be zero-emission vehicles by 2025. The state is nowhere near achieving that goal. In May, Gov. Dan McKee issued an executive order that modified Lead by Example. Among other provisions, it set a goal of 25% of the state fleet being comprised of zero-emission vehicles by 2030. He also has called for banning the sale of new gasoline-powered cars in the state in 2035. “Rhode Island is a very good example of a state who, the old saying is, ‘Do as I say, not as I do,’” Maxwell said. “Rhode Island just drastically failed to meet its own fleet electrification goals. They didn’t even make an honest effort. So, if the state with taxpayer money and all the collateral and ability to meet its own goals doesn’t even come close, how in God’s name do they expect us to have any level of success in the real world? There are some real problems.” He contrasted Rhode Island’s path to likely adoption with what Maryland did. Earlier this year, legislators passed an Advanced Clean Trucks law. But rather than just copy California’s rule, lawmakers required that state’s Department of the Environment to conduct a needs assessment of factors like electrical capacity, the number of charging stations needed, incentives, and the economic feasibility of transitioning to clean vehicles in the state fleet. Maryland Motor Truck Association President and CEO Louis Campion told Transport Topics that lawmakers worked with the trucking industry to craft the legislation. He said it’s a good compromise that gives the state time to modify the rule if needed. California’s Advanced Clean Trucks rule is not the only one affecting the trucking industry. The proposed Advanced Clean Fleets rule is another. Adopted by the powerful California Air Resources Board (CARB) but not yet approved by the state nor possessing of an EPA waiver, it would create a mandated timetable for purchases of zero-emission trucks. It would apply to fleets of 50 or more trucks Classes 2B to 8, those with greater than $50 million in revenues operating at least one truck above Class 2B, and drayage fleets, which typically service intermodal ports and railyards. Ten percent of a fleet’s box trucks, vans, buses with two axles, yard tractors and light-duty package delivery vehicles would be required to be zero-emission vehicles by 2025. All new trucks added to a drayage fleet must be zero-emission starting Jan. 1. For larger work trucks, day cab tractors, and three-axle buses, the requirements would start at 10% in 2027 and increase over time to 100% by 2039. For sleeper cabs and certain specialty vehicles, the numbers would start at 10% in 2030 and ratchet up to 100% in 2042. The rule is now the subject of a legal challenge. The California Trucking Association has filed a lawsuit in federal court against CARB to prevent its adoption. The CTA says the proposed rule violates the Constitution and federal law and illegally expands the state’s regulatory authority beyond its own borders. California’s size and influence over other states mean it conceivably could create alternate national standards. Truck manufacturers and fleets might need two sets of trucks – one for California and allied states and one for all CONTINUES
14 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG WE’VE GOT NEW ENGLAND FULL SERVICE PETERBILT DEALERSHIPS FEATURING PARTS, SERVICE & SALES • THE PETERBILT STORE - BOSTON | 508-316-2799 • THE PETERBILT STORE - NORTH BOSTON | 978-717-3645 • THE PETERBILT STORE - TEWKSBURY | 978-319-6366 • THE PETERBILT STORE - FITCHBURG | 978-400-9855 • THE PETERBILT STORE - WESTERN MASS | 413-273-8838 • THE PETERBILT STORE - HARTFORD | 860-828-4125 • THE PETERBILT STORE - SOUTHERN CONNECTICUT | 203-785-8322 • THE PETERBILT STORE - RHODE ISLAND | 401-351-0900 COVERED THEPETESTORE.COM others – or otherwise ensure all their trucks comply with California’s regulations. CTA filed the lawsuit in the state’s Eastern U.S. District Court Oct. 16, calling the rule “a vast overreach that threatens the security and predictability of the nation’s goods movement industry.” It argued that Congress, knowing goods must travel through multiple jurisdictions, has preempted state rules under the Clean Air Act and the Federal Aviation Administration Authorization Act. However, the Advanced Clean Fleets rule “is aimed at transforming not only the vehicles sold within California’s borders, but virtually any vehicle that enters those borders.” It says the law violates the Clean Air Act and unconstitutionally burdens interstate commerce, violating the U.S. Constitution’s Dormant Commerce clause and other provisions of the Constitution. The Clean Air Act allows California to set its own emissions standards, but only if they are consistent with EPA’s authority and only with a waiver, which California has not yet received. In a message to members dated Oct. 16, CTA CEO Eric Sauer wrote, “Litigation was not our desired path concerning the industry’s transition to zero-emissions, but conflict was inevitable once it became clear that CARB embraced a make-believe view of what could be accomplished with today’s technology and infrastructure. In doing so, the agency violated multiple state and federal laws and, accordingly, these issues will be brought before the courts by CTA and multiple other entities.” Rhode Island has not yet moved to adopt its version of the Advanced Clean Fleets rule. But given its history, Maxwell said that could happen as well. Numerous challenges will make the conversion to zero-emission trucks difficult. With dealers projecting a cost of $350,000 to $400,000, a new Class 8 battery-powered daycab truck is far more expensive than a comparable $150,000 diesel truck. Hydrogen fuel cell-powered trucks will probably be even more expensive. Regardless, projected costs are merely speculative because the trucks are not being sold on a widespread basis. Supply chain issues have caused deliveries of trucks to be delayed the last several years, but the Advanced Clean Fleets rule would require fleets to make their purchase orders a year ahead of the deadlines. Fleets will be challenged to install the charging infrastructure necessary for battery electric vehicles. High-capacity chargers will cost an estimated $100,000-plus on top of the cost of the trucks. Meanwhile, the EPA is working on its own Phase 3 greenhouse gas rulemaking process with a schedule to release it by the end of the year. It’s being a bit more flexible than California. The rule is still in the proposal stage so all the details are not known, but it would begin requiring the sale of zero-emission trucks nationally in 2027 and ramp up until 2032. The proposal’s sales mandates are tied to the financial incentives contained in the federal Inflation Reduction Act of 2022, which provides up to $40,000 in federal tax credits for heavy-duty vehicles. The final rule could be released by the end of the year. “There’s definitely a more cautious approach to this,” Tunnell said. “I think they’re looking at what’s happening in California in relation to the capabilities of the vehicles, the lack of infrastructure, and trying to craft a national rule while recognizing that if they are too aggressive that they just jump on a California-like approach, they’re just setting themselves up for failure.” More than 100 transportation groups nationwide, including 44 state trucking associations including RITA, wrote a letter July 11 asking President Biden to reverse his administration’s federal tailpipe emissions standards, including greenhouse gas emissions standards for heavy-duty vehicles. The letter said EPA’s proposed rules inhibit the marketplace from finding the most efficient and cheapest ways to reduce greenhouse gas emissions. EPA hasn’t considered how future emission reductions could be achieved by encouraging fleets to purchase newer, cleaner, more advanced diesel technology to replace the older, dirtier versions they have been using. “Pursuing a broader range of emissionsreducing transportation pathways can also help guard against an over-reliance on foreign adversaries and volatile global supply chains associated with critical minerals that are necessary for rapid expansion of electric vehicle markets,” the letter said. Nineteen states led by Iowa filed suit against the EPA for granting the Advanced Clean Trucks waiver June 5 in the U.S. Court of Appeals of the District of Columbia. Maxwell said RITA probably won’t take the lead in initiating legal action – it’s had plenty recently with its ongoing and successful battle against Rhode Island’s truck-only toll road plan – but it will financially and morally support lawsuits already in play. The American Trucking Associations (ATA) also is pursuing various strategies to create a more realistic regulatory environment. In an interview following a speech to the Arkansas Trucking Association May 17, ATA President and CEO Chris Spear said “a litigious strategy would probably be our last option” and
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 15 that he would prefer the ATA replicate the collaborative partnership it has practiced with the EPA over the the past 40 years. Spear told the Arkansas Trucking Association that the trucking industry helped write rules that have led to the reduction of 98.5% of tailpipe emissions. He said 60 new trucks today emit the same amount as a single truck did in 1988. CARB, however, has been much more aggressive and unrealistic with its targets. He called its efforts a “mad dash to zero” that doesn’t give enough weight to challenges such as a lack of trucks and insufficient charging capabilities. “They don’t have the infrastructure,” he said in the interview. “They don’t have the power. We don’t have the equipment that’s going to be needed to comply with this, and it’s just going to result in an avalanche of waivers that’s going to confuse everybody. And then if you throw litigation into the mix, which is possible, that’s where we’re going to be, and it doesn’t need to be that way. We want this to be successful, but it’s going to require CARB being realistic, looking at this and doing it in a very logical, achievable way. Right now, you don’t have that.” He said one legal argument against CARB would be that it hasn’t taken into account legitimate concerns voiced by manufacturers, innovators and engineers. “That’s the rulemaking process, and this is an unelected body – CARB. EPA at least has shown for 40 years a willingness to work with us,” he said. “That seems to have changed, and the minute they bypass public comment, responding to the public comments, the questions we’ve posed, that gives us legal grounds to say that this rule is flawed.” Spear told the Arkansas Trucking Association that CARB “would have this industry, in my opinion, moving freight with donkey carts if it weren’t for the methane emissions.” Tunnell said California is creating technology-forcing mandates where manufacturers are guaranteed a market for electric truck technology, while power companies are guaranteed customers for their product. It is assuming, however, that the costs will fall to acceptable levels. “Fleets typically have an opportunity to evaluate new technology, understand how it works into your operations, methodically work towards something that will work,” Tunnell said. “California is saying it will work, and you need to figure out how it will work, and it’s really consolidated the timeline for fleets to make it work.” The trucking industry is not opposed to electric power. Instead, it will oppose unworkable regulations. “We’re seeing many of our members are running electric today,” Tunnell said. “In the right application and the right situation, it can work. The problem is, this is just a broad-brush stroke that is saying this will work everywhere in this time frame, and that’s just not the case.” Maxwell said Rhode Island should proceed more cautiously than it’s doing in adopting regulations for this expensive, unproven technology. The public infrastructure in Rhode Island to power electric does not exist. There’s a proposed charging station at the Port of Providence, but not much else. Moving too quickly could create even more chaos in a supply chain that has had many challenges to overcome the past four years. “I think that all of this is destined to fail at the pace that we’re going,” he said. “I think that for everything from the resources to make these electric vehicles, to the supply of the electric vehicles, to the funding that’s available to offset, to the charging infrastructure. You wouldn’t unplug your old IT infrastructure in an office before you’re sure that the new works. And it seems like we’re unplugging with carbon far too aggressively, and again, there could be major, major implications not just on our supply chain, but our existence.” Maxwell said that if electric trucks were a better option than diesel, motor carriers would quickly adopt them. ATA Chairman Andrew Boyle made that very case to Congress. Trucking.org 4 Active regulatory landscape for the trucking industry Advanced Clean Truck Zero Emission Vehicle percentage sales requirement for truck manufacturers to be 100 % by 2040 Advanced Clean Fleet Truck fleet purchase requirement of zero emission vehicles to accompany the ACT regulation Omnibus Low NOx New tailpipe standards for heavy -duty trucks , expanded warranty requirements , new test procedures and durability testing requirements for MY 2024 and MY 2027 Clean Truck Plan (NOx ) National NOx standard incorporating changes to testing procedures and warranty requirements starting MY 2027 GHG 2 MY 2027 Adjusting fuel efficiency standards for select vehicle classifications to capture today ’s electric vehicle penetration GHG 3 MY 2030 and beyond New fuel efficiency standards that drive electric vehicle penetration in the marketplace Heavy -Duty Vehicle Inspection and Maintenance Operator requirement to test tailpipe emissions to ensure compliance with emission standards . Will be tied to vehicle registration Transport Refrigeration Unit (TRU) Rule Transition diesel powered TRUs to zero emission with particulate matter requirement Renewable Fuel Standard Renewable fuel obligations for 2023 -2025 ESG Reporting Requirements Scope 1, 2 and 3 reporting requirements for publicly traded companies .
Trucking Association Rhode Island www.bigiron.com | 1 (800) 937-3558 Terry Lee BigIron Director of National Accounts (601) 665-5855 | [email protected] Call today to list your equipment! SPECIAL PRICING FOR RITA MEMBERS! A percentage of our fees will be donated to the Rhode Island Trucking Association Foundation charities. There’s never been a better time to sell your unused equipment! We’re currently seeing near-record prices on all types of transportation equipment. BigIron Auctions specializes in the sale of used transportation equipment via ourweekly online auctions. Our sellers know they’ll get top-dollar for their equipment on bigiron.com. Plus, we do all the work - from listing and marketing your equipment globally to collecting buyer payments.
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 17 Rhode Island’s trucking industry is the backbone of our local and regional economy, ensuring the efficient movement of goods across our relatively small but densely populated State. The industry has seen a shift towards cleaner, more efficient vehicles and new technologies that provide both economic and environmental benefits to the local workforce and communities that are served. As the global landscape of transportation and freight evolves, the medium- and heavyduty trucking industry is at the forefront of a significant transformation – electrification. The shift towards sustainable and efficient transport solutions has gained momentum in recent years and heavy-duty fleets from companies such as Pepsi-Frito Lay, Amazon, Republic Services, and Ikea are currently testing opportunities to electrify their fleets in markets that make economic sense. Fleet electrification will not occur overnight and is not applicable for every fleet and every route, but with a confluence of federal incentives and local regulatory actions (adoption of the Advanced Clean Truck Rule), the time is now to plan for the future. When looking at fleet electrification, it is essential to consider the components that drive it. Headwinds for the Industry: Regulatory, infrastructure, economic. Regulatory According to Rhode Island Department of Environmental Management, the transportation sector accounts for a significant share of Rhode Island’s greenhouse gas emissions and the State’s Act on Climate law mandates a 45% reduction in overall emissions below 1990 levels by 2030. DEM is also advancing the Advanced Clean Truck regulation which requires that manufacturers of medium- and heavy-duty vehicles to sell an increasing percentage of zeroemissions trucks from 2024 to 2035. Infrastructure One significant barrier to heavy-duty truck electrification lies in the challenges associated with grid interconnection and charging infrastructure. According to a report by the International Council on Clean Transportation (ICCT), dated September 2021, the inadequate capacity and accessibility of the electrical grid pose formidable hurdles to the widespread adoption of electric trucks. The report emphasizes that integrating an abundance of heavy-duty electric vehicles into the existing grid infrastructure requires substantial upgrades to support the increased power demand. Additionally, the deployment of high-capacity charging stations, especially in remote or underserved areas, presents a logistical challenge. The need for standardized charging protocols and increased investment in charging infrastructure is crucial to overcoming these barriers and fostering the seamless integration of heavy-duty electric trucks into the transportation ecosystem. Reliable charging infrastructure is a barrier to adoption in New England and the deployment of this infrastructure is not without its challenges. A project aimed to develop an electric truck stop in Lebec, California, with multiple charging Navigating the Road Ahead: Charging Up Rhode Island’s Fleets BY MIKE BAER GUEST WRITER CONTINUES
18 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG stations to serve heavy-duty electric trucks along the busy I-5 corridor faced significant barriers related to high development costs, permitting issues and utility interconnection delays. These hurdles highlight the need for coordinated efforts and strategic as a precursor to the establishment of electric vehicle charging depots, ensuring they can effectively meet the demands of the growing electric truck market in the state. Incentives State level support is critical to the advancement of fleet electrification. Currently, Rhode Island lacks the important incentives to help bring cost parity to electric trucks when compared to fossil fueled vehicles. Rhode Island must consider and emulate the successful voucher programs that other states have adopted that subsidize the higher upfront cost of an electric truck. This would promote adoption and align the regulatory mandates with economic incentives to drive behavioral change. Industry wide, we see vehicle OEMs and dealers focus their delivery and order attention to States such as California, New York and New Jersey that have implemented programs with significant incentives for adoption of electric vehicles. The cost disparity between electric Class 8 semis and their diesel counterparts has been a pivotal consideration in the adoption of electrified heavy-duty trucks. The California Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) along with the New Jersey Zero Emission Incentive Program (ZIP) have emerged as catalysts in addressing this financial barrier. According to data from the HVIP program, as of September 2021, incentives of up to $200,000 are available for eligible battery-electric Class 8 trucks in California. Similarly, the New Jersey ZIP program provides substantial financial support to fleet operators making the switch to electric trucks, offering incentives of up to $100,000 for Class 8 battery-electric vehicles. These incentive programs significantly mitigate the upfront cost difference between electric and diesel Class 8 semis, making electrification a more financially viable option for fleet operators and accelerating the transition to cleaner and sustainable transportation. The industry is at a unique point in time, where the Federal government is making significant investments to incentivize the transition to electric vehicles. This is driven by economic, environmental, and social goals. The dawn of heavy-duty truck electrification heralds a transformative era in the transportation industry, offering a spectrum of compelling benefits that resonate with both economic prudence and environmental stewardship. As the world confronts the imperative to curb greenhouse gas emissions and enhance energy efficiency, electric trucks emerge as stalwarts of sustainable mobility. Studies from reputable sources such as the International Council on Clean Transportation (ICCT) and the World Economic Forum underscore the profound environmental advantages, as electrified heavy-duty trucks promise significant reductions in carbon emissions, aligning seamlessly with global efforts to combat climate change. Beyond environmental gains, the economic allure of truck electrification shines brightly, with lower operational costs, increased energy security, and the promise of innovative job creation. This paradigm shift in trucking heralds not just a transition to cleaner and more efficient logistics but a fundamental redefinition of the industry’s future. The electrification of heavy-duty trucking brings forth a multitude of benefits, both economic and environmental, signaling a transformative shift in the transportation industry. According to a comprehensive study conducted by the International Council on Clean Transportation (ICCT), transitioning to electric heavy-duty trucks can significantly reduce greenhouse gas emissions, contributing to improved air quality and mitigating the impacts of climate change. The study highlights that the use of electric trucks could potentially lead to a substantial decrease in carbon dioxide emissions, as electric vehicles inherently produce fewer emissions compared to their diesel counterparts. This environmental benefit aligns with global sustainability goals and enhances the overall social responsibility of the heavy-duty trucking sector. Beyond environmental advantages, the economic benefits of heavy-duty truck electrification are substantial. A report from the World Economic Forum underscores that, over the long term, electric trucks exhibit lower operational costs due to reduced maintenance requirements and the decreasing price of electricity. The study suggests that the lower total cost of ownership for electric heavy-duty trucks, coupled with government incentives and subsidies, makes electrification an economically attractive option for fleet operators. The potential for job creation in the electric vehicle industry and associated sectors further contributes to the positive economic impact of heavy-duty truck electrification. Moreover, the deployment of electric trucks contributes to energy security and resilience. A study by the National Renewable Energy Laboratory (NREL) emphasizes the diversification of energy sources that electric vehicles bring to the transportation sector. By reducing dependence on traditional fossil fuels, heavy-duty truck electrification contributes to a more resilient and sustainable energy ecosystem. This diversification not only enhances energy security but also promotes innovation and investment in clean energy technologies, fostering a more robust and forward-looking economy. What does this mean for Rhode Island? In the Ocean State, the electrification of trucks represents a pivotal moment in the evolution of our trucking industry and a critical step towards a greener, more sustainable future. The industry needs significant support from the State, the utility, and local stakeholders to make this transition possible. Even without this support, NuGen Go is here to help you prepare for the transition. NuGen Go is a Rhode Island headquartered eMobility Solutions firm providing solutions to help medium- and heavy-duty fleets transition to electric vehicles. We provide advisory, capital investment and leasing and servicing solutions to our clients in the Ocean State and nationwide. We believe a five step process is critical to pushing the ball forward. Our mission is to make fleet electrification as viable and cost efficient as possible for our clients. We have implemented a five-step fleet electrification strategy that has proved effective in assisting organizations of all sizes achieve their sustainability objectives with medium and heavy-duty electric trucks. The approach includes defining the organization’s operational needs, infrastructure planning, conducting a financial analysis of upfront costs, implementing a driver training and engagement, and a performance evaluation. NuGen does the heavy lifting to ensure a smooth transition, recognizing that while change is often difficult it is an essential aspect of the industry’s evolution. In conclusion, the path to electrifying Rhode Island’s fleets represents a critical journey towards a more sustainable future for both the state and its trucking industry. As we navigate the road ahead, it is evident that the transition to electric vehicles in the medium and heavy-duty trucking sector is not just a trend but a necessary transformation. It will be a challenging effort, and one that requires cross-collaboration between the State, utilities, key stakeholders, and the trucking industry at large. However, it is clear that Rhode Island’s fleets have the potential to lead the charge towards a greener tomorrow, and it’s a journey well worth embarking on. Michael Baer is Managing Partner at NuGen Go, a NuGen Capital Company headquartered in Rhode Island. Michael has over 20-years of experience that spans banking, public policy, and infrastructure finance.
ATRI’s research identified key findings in each of these three infrastructure components. New research from the American Transportation Research Institute (ATRI) provides an assessment of the infrastructure needs for electrification of the U.S. vehicle fleet, with an emphasis on the trucking industry. This analysis focuses on three infrastructure components that may prove challenging for electrifying the nation’s vehicle fleet: 1 U.S. Electricity Supply and Demand 2 Electric Vehicle Production 3 Truck Charging Requirements Full electrification of the U.S. vehicle fleet would require a large percentage of the country’s existing electricity generation including: • 26.3 percent for passenger cars and trucks • 14 percent for all freight trucks, including 10.6 percent for long-haul trucks • 40.3 percent for all vehicles WA 31.8% OR 36.2% MT 46.3% WY 42.6% NV 35.9% UT CA 62.9% 57.2% AZ 40.2% NM 52.1% CO 41.9% ID 38.8% AK 42.5% HI 42.2% TX 32.0% OK 38.7% KS 42.7% NE 39.0% SD 45.6% ND 30.1% MN 42.5% IA 35.9% MO 54.6% LA 28.3% AR 46.9% MS 43.2% AL 40.9% FL 38.7% GA 44.8% SC 30.8% TN 43.6% NC 38.5% WI 45.8% MI 42.3% IL 37.8% IN 42.8% OH 37.1% KY 33.8% WV 29.7% VA 31.6% PA 31.6% NY 34.3% ME 60.2% NH 50.1% • VT 55.8% • • MA 47.5% • RI 39.4% • CT 44.7% • NJ 40.9% • DE 38.1% • MD 38.9% • DC 11.1% ELECTRICITY NEEDS ARE SIGNIFICANT Charging Infrastructure Challenges for the U.S. Electric Vehicle Fleet NEW REPORT! CHALLENGE #1 U.S. Electricity Supply and Demand CHALLENGE #2 Electric Vehicle Production CHALLENGE #3 Truck Charging Requirements Electricity Production Power Grid User Demand Mining Parking Charging Costs Raw Materials Environment/ Social Issues Country of Origin Percent of Total Generation Required: 0.0%–11.1% 11.2%–36.2% 36.3%–42.8% 42.9%–50.0% 50.1%–62.9% Some states would need more than 50 percent of current electricity generation to meet vehicle travel needs (see map at right). Large-scale infrastructure investment would be a necessary precursor to electrification.
20 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG RITA's 2023 An
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 21 nnual Sponsors
To learn more, contact a Penske sales representative today. 888-234-4201 | pensketruckleasing.com VISIBILITY Accurate, up-to-date information on fleet costs and performance PREDICTABILITY Analysis that confirms exact maintenance needs FLEXIBILITY A needs-based custom approach to maintaining your fleet ASSUREDNESS A complete maintenance and support system that maximizes uptime COST MANAGEMENT Proven processes and sourcing that control costs ACCOUNTABILITY The ability to view exact costs and return on fleet operations Penske is known for having one of the most well-maintained fleets on the road. And, we offer that same level of service to you by providing: Outsourcing Maintenance Can Reduce Risk, Control Costs, Improve Safety and More Keeping a fleet in peak condition is complex and costly. But allowing maintenance issues to get away from you can cost even more. A vehicle that is not well-maintained can lead to late shipments, lost business, vehicle downtime, expensive repairs, driver dissatisfaction and safety risks. Penske understands the risks and complexities associated with running a private fleet. That’s why we go beyond DOT requirements when caring for our own fleet. A comprehensive preventive maintenance program keeps vehicles on the road and ensures they are operating safely, which in turn protects your brand, reduces reputational risk and can limit liability. Whether you currently run your own shop or rely on outside vendors, Penske has a solution to fit your needs. Our programs include: • On-site maintenance at your shop or our nationwide network of service locations • Skilled technicians, trained and experienced in servicing all types of equipment • The latest diagnostic technology and tools • Cost-effective tire and parts procurement programs • Government compliance support • Online access to fleet maintenance and performance metrics • Safety and performance training for drivers • 24/7 roadside assistance ©2017 Penske Truck Leasing THE BENEFITS OF CONTRACT MAINTENANCE
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 23 What is the future for diesel technology, and for internal combustion engines? It’s a legitimate question. If you consume one brand of news, you’re likely hearing “everything is going electric.” And if you follow other brands of news – you’re likely to hear that “diesel and gasoline aren’t going anywhere yet.” The truth probably lies somewhere in the middle. The level of federal and state legislation and policy activity impacting trucking is at unprecedented levels. From the 1980s through 2000, the main environmental and energy considerations for buying trucks were fuel economy claims and the various emissions standards for new trucks that applied to manufacturers. A few states dabbled in roadside emissions smoke inspections but for most well maintained and managed fleets these never encountered any issues. Fast forward to 2023 and the picture is considerably different. As some describe it, we are in the midst of an “industrial revolution” to address the threat of global climate change. That means shifting from an economy that has been fundamentally powered by fossil fuels to one that aspires to be powered solely by renewable energy, with zero emissions of greenhouse gas or other compounds. It is an unprecedented tall order particularly in the timeframes desired. International pledges and commitments, federal legislation and implementing policy are the motivation and the aspirational means to achieve these goals. The Biden Administration put the US back into a commitment with the Paris Climate Accord to limit global warming to 1.5 degrees Celsius by 2050. That means that The Future of Diesel Technology and Internal Combustion Engines? CONTINUES BY ALLEN SCHAEFFER GUEST WRITER
24 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG U.S. greenhouse gas emissions (GHG) must be controlled; with a goal to reduce carbon emissions from the US economy 50% by 2030. Two major pieces of legislation are facilitating these efforts, the Inflation Reduction Act (IRA) of 2021 and the Bipartisan Infrastructure Law of 2020. The transportation sector is one of two primary focuses of these policies, and according to the EPA, it is the largest sector contributor to GHG emissions, with the electric power sector running a close second. For the transportation and other sectors like construction and agriculture that rely on internal combustion engines, a greater focus is coming or already here to reduce emissions in these areas. Policies are evolving to both accelerate and enable this energy transition and to defeat it. Electrification of the transportation sector is a central part of this debate. In departure from past Administrations that have taken technology-neutral approaches, the current Administration is squarely in favor of electrification by establishing a range of pro-EV policies and incentives that strongly encourage investments in EVs, through funding national charging infrastructure and subsidizing the cost of EVs for consumers ($7,500 tax credit for eligible vehicles) to school buses ($5 billion set aside for infrastructure and diesel bus replacement.). Incentives are also provided for manufacturers research and development in batteries and component manufacturing that is done in the US. Purchasers of qualifying zero emissions trucks are eligible for a $40,000 commercial clean vehicle credit. These would include electric vehicles, fuel cell/hydrogen vehicles as well. And there are funds of up to 100,000 for supporting fueling infrastructure. California and nine other states (Connecticut, Delaware, Maryland, Massachusetts, New Jersey, New York, Oregon, Vermont, Washington) have taken action to ban the future purchase of gasoline powered light duty vehicles by around 2035. On the other side of the ledger, some midwestern states, namely Oklahoma, Texas, Kansas, Nebraska and others are considering legislation to prevent local governments from banning the continued purchase of internal combustion engine vehicles (ICEV). While these are not impacting trucking directly, the policy mindset is instructive. On the trucking side, California has two main policies being implemented that are driving the future for commercial vehicle fuel and powertrain choices. The Advanced Clean Fleets Rule requires fleets to purchase an increasing percentage of zero emissions vehicles, while the Advanced Clean Truck Rule requires manufacturers to begin producing and selling increasing percentages of their sales as ZEVs in CA. And there are about a dozen states that have or are considering adopting California’s truck rules. The third phase of greenhouse gas rules from EPA and DOT is expected to be finalized later this year, setting the stage for future fuel efficiency gains and lower carbon dioxide emissions. As for traditional emission standards, EPA issued new emissions standards for nitrogen oxides and particulate matter slated to take effect in 2027 for new trucks, and in June 2023, the Engine Manufacturers Association successfully negotiated an MOU with the California Air Resources Board to mostly harmonize the timeframes and levels of stringency for future emissions standards of new trucks. This brings a more rational approach to designing and manufacturing traditional trucks with diesel and natural gas engines while also giving manufacturers most of what they want to bring along zero emission vehicle technology as well. Beyond the federal and state policy influences, there are the impacts of Environmental, Social and Governance (ESG) considerations now dominating the discussion at publicly-held manufacturers and shippers alike. It looks like the trend to identify, quantify and reduce emissions impacts from all aspects of the supply chain is here to stay, at least at some level. All of these rules and policies are going to disrupt the traditional truck powertrain lineup for sure. According to our latest data from S&P Global Mobility, diesel powers 76% of all commercial trucks class 3-8, and 97% of Class 8 trucks. In Rhode Island, there are about 6800 class 8 trucks in operation, 99 percent are powered by diesel and 52% of those are 2011 or newer generations of trucks powered by the latest generation of advanced diesel technology that achieves near zero emissions. At the end of 2022, only a few electric trucks were in operation, along with about 80 CNG vehicles. This highlights the challenges that lie ahead for a transition from diesel to something else. If we look at the big picture of the future for internal combustion engines generally, the largest numbers are in the light duty vehicle segment. According to S&P Global Mobility in July 2021 there were about 282 million light-duty internal combustion engine vehicles (ICEVs) traveling the roads in the U.S. The study also forecasts that by 2030, ICEVs will actually grow to 290 million. This does not CONTINUES
Last Call: Get Your Company’s Legacy Tile Before It’s Too Late! We invite you to set into stone the proud legacy of your company with an everlasting commitment to the RITA Foundation via this custom engraved 12” X 12” polished stone tile. These commemorative tiles will be installed on the RITA building’s exterior portico before the upcoming Annual Meeting on Jan. 24, 2024. Call Chris Maxwell at 401-729-6600 or email him at [email protected] for more details or to discuss donations. All proceeds of these legacy tiles goes to support the RITA Foundation – Moving Minds. The mission of the Rhode Island Trucking Association Foundation is to enhance the image of the trucking industry, support educational programs and workforce development, and to conduct meaningful research and programs that serve to promote trucking’s important role in the supply chain. Trucks and professional drivers MOVE everything we eat, drink, wear, watch and drive. Donations directly fund both educational scholarships and workforce development to attract more women and younger generations of all backgrounds to a career in transportation.
26 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG RITA Recognizes Outstanding Individuals Convoy 2023 Lead Trucks. Chris Maxwell with Bradley Collard, 2023 John J. Gill Scholarship recipient, and his handsome dog, Olivver Kathryn Ambers, award recipient of the 2023 Women in Trucking Lena Daly Scholarship Congratulations to the 2023 RI TDC Champions! RI TDC 2023 Grand Champion Joe Hicks, XPO Logistics
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 27 count the trucking sector (~ 13 -15 million units) nor any of the off-road sectors like farm and construction. By 2030, according to the same research, annual EV light duty sales will hit 2.8 million units. However, forecasts suggest consumers would still be purchasing nearly 14 million new ICEVs. Keep in mind an average ICEV is expected to be in use for at least fifteen years and based on recent data from the Oak Ridge National Laboratory, 20% of today’s ICEVs will still be on the road in 20 years or more. Whatever energy transition we have underway, it is just getting started. It’s impossible to predict where we might end up in 5 ten or 20 years, but these numbers of hundreds of millions of ICEVs out there strongly support the idea that ICEVs and fossil fuels aren’t going away anytime in the near term. For trucking, there are many issues to resolve relative to whether diesel is displaced at any significant level. For some short haul light load sectors, it’s a no brainer for ZEV technology. But the bulk of the fuel consumption and GHG emission comes from the HD over the road trucks. Here, the issues are more complicated and the charging and other infrastructure necessary to support EV and fuel cell vehicles is the biggest hurdle at the moment. Loss of payload, durability and serviceability are major factors that impact how these new fuels and technologies might be embraced or rejected. And for EVs, where are the electrons coming from? While solar and wind are the fastest growing sectors for electric power generation, according to the Energy Information Administration, today still about 52% of current national electricity is generated from the burning of natural gas or coal. For some fleets with the right freight lanes, customers and operating locations, EV and hydrogen options may be more available than others, making those more reasonable choices to consider if and when the numbers add up. A wild card for the future as always is diesel fuel prices; higher prices might make alternatives more attractive, but what happens when those incentives run out? The availability of drop in low-carbon replacement fuels like renewable diesel fuels deserves more attention. These can be used in any existing or new diesel truck and they enable fleets to cut their carbon footprint by 50 to 85% without changes in infrastructure or vehicles. More of these renewable fuels used across a wide population of vehicles can have dramatic reductions in carbon emissions in the near term as a recent study in the Northeast demonstrated three times greater GHG reduction at 25% of the cost as compared to full EV truck options. At the end of the day, trucking fleets want to serve their customers in the best way they can- reliable service often at the lowest cost in ways that help sustain and grow the business for everyone. New fuels and technologies are bound to be part of that, as is the continued use and improvement of advanced diesel and natural gas technologies. But buckle up, the times are more complicated than ever for “just running a little trucking business.” Allen Schaeffer is executive director of the Diesel Technology Forum, and former VP of environmental affairs at the American Trucking Associations. The Diesel Technology Forum is a not-for-profit organization dedicated to raising awareness about the current and future role of diesel engines, equipment, and fuels. Forum members are leaders in advanced diesel technology, emissions controls, as well as petroleum-based and renewable biofuels. For more information, please explore our website.
28 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG Remember ★ Honor ★ Teach trucking.wreathsacrossamerica.org ★ ★ Help move the mission by sponsoring wreaths through your State Trucking Association. With every $17 sponsorship made a veteran’s wreath will be sent to Arlington National Cemetery for placement this December – where servicemembers from every state are laid to rest – and the State Trucking Association will receive $5 back to use for its own programs. JOIN THE VIRTUAL CONVOY TODAY! To support Rhode Island Trucking Association, sponsor a wreath today at www.wreathsacrossamerica.org/ritrucking.
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 29 Trucking is in the middle of some significant changes. Some would say we are in the messy middle of a big shift in powertrain options. That’s a phrase NACFE coined to describe the time between now and when we get to the zero-emission movement of freight. To be clear, while the messy middle is complicated, NACFE does not view the messy middle as bad. Rather we see it as a time where fleets will have to evaluate many options and look beyond just the truck to the infrastructure needed to support that truck. It is critical that fleets have reliable data on which to base their decisions in order to make proper choices. Those options include advanced diesel, renewable fuels, natural gas, hydrogen, hybrids, battery electric power and hydrogen fuel cells. Fleets need to start now to wade through all the options in the messy middle to begin their journey to zero-emission freight movement. The time for taking a “wait and see” attitude is over. But we recognize that it can be difficult to know where to start. To help fleets with their decision making, now and throughout the next few decades, we developed some best practices that they can follow. Full disclosure: we believe the ultimate choice for the future is battery electric and hydrogen fuel cell battery electric vehicles from clean energy. Here’s what we concluded in our report, The Messy Middle: A Time For Action. • Start with battery electric trucks. If they meet your needs and the cost and timing is right, this can be the simplest path forward and a single change for your fleet. • If BEVs don’t work, the next consideration might be hydrogen fuel cell vehicles, given another zero-emissions pathway with probably a better solution for long haul. (This assumes that the technology matures, and green hydrogen becomes more available.) • Natural gas, hybrids, renewable fuels and hydrogen internal combustion engines are options in the messy middle that fleets might deploy if their strategies to It’s Time to Begin Your Journey to a Zero-Emission Freight Future BY MIKE ROETH GUEST WRITER CONTINUES
30 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG decarbonize cannot be supported in a timely manner by zero-emissions solutions. • In some cases, it may make sense to stay with a diesel strategy working to make the equipment and operations as efficient as possible leading to a later decision to move to zero-emission vehicles. But we also know that fleets want hard data upon which to base their decisions. In 2021 we conducted Run on Less – Electric, a real-world electric truck technology demonstration that featured 13 trucks driving real routes, carrying real freight. The demonstration showed us that for four market segments — vans and step vans, medium-duty box trucks, terminal tractors and heavy-duty regional haul tractors — battery electric trucks are a viable option for fleets. Continuous improvement is expected to be rapid as these technologies gain market share. The environmental benefit of reduced CO2 and particulate emissions is significant for replacing traditional diesel and gasoline-based vehicles. Some other key takeaways from that event include the following. • BEV adoption is occurring throughout North America, but use of longer haul heavy-duty electric semi-trucks has been somewhat limited to California. • There are benefits to BEVs (quiet operation and reliability) as well as challenges (infrastructure and range). • The mix of startups, traditional truck OEMs and component manufacturers is expediting the development of creative and practical solutions. • Early adopters of BEVs are having an influence on improving trucks and infrastructure. • BEVs present operational challenges, for example longer charging times than fueling, which these fleets are working to mitigate. Realizing that there is a difference between having one or two battery electric trucks in a fleet and having 15 or more, this year we launched Run on Less – Electric DEPOT. Trucks from the 10 fleet depots participating in this year’s event delivered goods in a variety of applications. We tracked key metrics of the trucks and the chargers to gather valuable data. Metrics included total miles driven, number of deliveries per day, battery charge and speed, battery charge and distance and more. The Run followed 291 total electric trucks, sharing details for 22 on a live dashboard, in a variety of duty cycles and operating conditions. After the first week of the Run and based on work we did prior to the Run, we were able to learn some valuable lessons that fell into six broad categories. We’ve Got Your Business Covered At USI, we brings decades of industry experience, a proprietary risk analysis process and a personalized local team, all supported by more than 9,000 risk management specialists and client service associates nationwide. www.usi.com | 855.874.0123 Kevin Joyce | Sr. Vice President Transportation | Logistics & Contractors New England & Upstate New York Property & Casualty | Employee Benefits 413.750.4203 | [email protected] Personal Risk | Retirement Consulting 618 Greenville Road, North Smithfield, Rhode Island 02896 (401) 232-3010 www.mssccorporation.com Freightliner EV
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 31 www.ivywealth.net 1350 Division Road, Suite 200 West Warwick, RI 02893 (401) 681-4266 A Trusted RITA Partner for the Long Haul FIDUCIARY FIRST Wealth and Financial Planning Company Sponsored Retirement Plans Group Health Insurance Group Life & Disability Insurance Individual Life and Disability Insurance www.ivywealth.net 1350 Division Road, Suite 200 West Warwick, RI 02893 (401) 681-4266 A Trusted RITA Partner for the Long Haul FIDUCIARY FIRST Wealth and Financial Planning Company Sponsored Retirement Plans Group Health Insurance Group Life & Disability Insurance Individual Life and Disability Insurance www.ivywealth.net 1350 Division Road, Suite 200 West Warwick, RI 02893 (401) 681-4266 A Trusted RITA Partner for the Long Haul FIDUCIARY FIRST Wealth and Financial Planning Company Sponsored Retirement Plans Group Health Insurance Group Life & Disability Insurance Individual Life and Disability Insurance Advisory services offered through Ivy Wealth Management, Inc., a DBA of Patriot Financial Group LLC, an SECRegistered Investment Advisor. Securities offered through Securities America, Inc., Member FINRA/SIPC. The Patriot Financial Group LLC, Ivy Wealth Management, Inc. and Securities America, Inc. are separate entities. • Small depots are ready for electrification now and electrification at large depots is becoming more possible. • There have been big improvements in trucks and chargers since Run on Less – Electric in 2021. • The industry needs cost and weight reductions to improve the total cost of ownership. • Range can be extended with multiple charges per shift at the depot and enroute. • It’s still taking too long for power delivery and infrastructure to be installed, which is driving portable/temporary charging. • The diversity, passion and capability of the people involved is helping to scale the adoption of electric trucks. With all the data now available about battery electric trucks, we urge fleets to start taking action today and start deploying battery electric vehicles in duty cycles where they make sense and look at other alternative fuels to see where they make sense. That means it’s time to wade into the messy middle and move your fleet to a cleaner future. About the Author: Mike Roeth is NACFE’s Executive Director. He sets the direction for the organization and determines which projects NACFE should undertake and where to focus its efforts on improving freight efficiency. He also serves as the trucking lead for RMI. Mike has worked in the commercial vehicle industry for more than 35 years and his specialty is brokering green truck collaborative technologies into the real world at scale. Mike was named an Industry Influencer by Fleet Owner and awarded the prestigious SAE 2020 L. Ray Buckendale Lecturer and manuscript author in 2020. He understands the customers, operations and intricacies of the commercial vehicle industry having held various positions with Navistar and Behr/Cummins. Mike Roeth is the executive director of the North American Council for Freight Efficiency. “Teacher, Trailblazer, Trusted Friend” We Remember Mark Greenberg, NETTTS
32 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG Advanced Clean Cars II(ACCII) & Advanced Clean Trucks (ACT) Informational Fact Sheet In response to the threat of climate change, Rhode Island enacted the 2021 Act on Climate, which sets mandatory, enforceable greenhouse gas emissions reduction goals leading the state to achieve economy-wide net-zero emissions by 2050. The Federal Clean Air Act (CAA) grants the US EPA original jurisdiction for establishing emission standards for new motor vehicles. However, under CAA Section 177 (42 USC § 7507), states that choose to adopt vehicle emission standards that are more stringent than the federal standards for new vehicles Quick Fact The transportation sector is responsible for more than 39% of Rhode Islands' greenhouse gas emissions, making transportation the largest source of greenhouse gas emissions in the state. How does Advanced Clean Cars II work? Advanced Clean Cars II (ACCII) will address zero-emission vehicle (ZEV) sales for model years 2027-2035. ACCII requires vehicle manufacturers to deliver for sale all new cars and passenger trucks with an ultimate plan that requires zero-emissions by 2035. How does Advanced Clean Trucks work? Advanced Clean Trucks (ACT) has an overall goal to develop a self-sustaining zero-emission truck market by requiring vehicle manufacturers to sell zeroemission medium-heavy duty vehicles (MHDVs) as an increasing percentage of their annual sales through 2035, ranging from 40-75% of sales depending on vehicle class. ACT provides vehicle manufacturers with flexibility—through credits, trading, and other features—to comply with the sales requirements as various segments of the medium- and heavy-duty ZEVs market grow at different speeds. may adopt standards that are identical to any standards adopted by California. Rhode Island has previously adopted California's emissions standards for cars and passenger trucks which cover through model year 2025. This rulemaking would further opt-in to California's more stringent standards. The ACCII and ACT regulations will rapidly scale down emissions from light-duty passenger cars, pickup trucks, and SUVs along with MHDVs. Reducing these emissions is an important part of Rhode Islands’ programs to meet and maintain the health-based National Ambient Air Quality Standards (NAAQS), reduce the risk from exposure to toxic diesel particulate matter, and reduce the greenhouse gas (GHG) emissions that contribute to climate change. The adoption of California’s emissions standards is an imperative piece of the puzzle to Rhode Island’s response and action on climate change. Why Adopt ACCII and ACT? If ACCII and ACT regulations are not adopted, Rhode Island will revert back to the less stringent federal standards, and the state will be unable to meet the goals set in the 2021 Act on Climate. SOURCE: Northeast States for Coordinated Air Use Management (NESCAUM) 1
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 33 [1]https://www.nescaum.org/documents/mhdv-zev-mou-20220329.pdf [2]https://ww2.arb.ca.gov/news/california-moves-accelerate-100-new-zero-emission-vehicle-sales-2035 What are the economic benefits of adopting ACCII and ACT regulations? These regulations better position Rhode Island to benefit from the global market transition to ZEVs, zero-emission vans, buses, and trucks. By helping ensure increased availability of ZEVs for personal and business uses across the state. By adopting these regulations, Rhode Island will fall in line with its surrounding states. Massachusetts adopted ACT in 2021 and ACCII in late2022. Connecticut has committed to adopt ACT through a Memorandum of Understanding.[1] Can gas vehicles still be on the roads after 2035? Yes. Rhode Island is only requiring that all NEW cars sold in 2035 and beyond are zero-emission vehicles. Gasoline cars can still be driven in Rhode Island, registered with the Rhode Island Department of Motor Vehicles, and sold as a used car to a new owner. What are the public health and environmental justice benefits of ACCII and ACT? Implementing the ACCII and ACT rules will help reduce harmful pollution and greenhouse gases while mitigating adverse health impacts. These adverse impacts disproportionately affect underserved communities, communities of color, and low-income communities that are more likely to be located closest to roadways that have been most often impacted by poor air quality. Pollution from gas and diesel vehicles can worsen asthma and other cardiorespiratory illnesses, especially in children and older adults, trigger heart attacks and strokes, and lead to other negative health impacts including premature death. Commercial trucks comprise a small portion of vehicles on Rhode Island's roads, but they contribute an outsized percentage of carbon emissions, nitrous oxide, and particulate matter, especially along the I-95 corridor. ACT rules would reduce these forms of pollution and contribute to the improved health of our communities. They would also reduce noise pollution and help keep our rivers, parks, and beaches pristine- thus driving Rhode Island's vital tourism economy. ACCII and ACT will result in a substantial reduction in air pollution and GHG emissions in Rhode Island. ACCII alone, will provide total cost savings of $60.7 million dollars from avoided premature deaths, avoided hospitalizations for cardiovascular and respiratory illnesses, and avoided emergency room visits due to a reduction in criteria pollution emissions reductions for the year 2040. ACCII and ACT rules impose requirements on vehicle manufacturers to produce and sell vehicles in our state that may have higher upfront costs. While there are no direct costs to individuals as a result of these rules, vehicle manufacturers may choose to pass down costs to consumers. Overall direct cost savings to consumers from the use of the vehicles will be significant because of the fuel costs, maintenance, and longevity improvements. The rules require useful life and warranty provisions which will result in more durable components, resulting in less vehicle downtime, savings on operation costs, and limiting or even eliminating out-of-pocket costs for vehicle repairs during the vehicle warranty period. For the consumer, ZEV buyers are likely to realize as much as $7,900[2] in maintenance and operational savings over the first 10 years of ownership. Additionally, Rhode Island imports gas and diesel fuels, so in theory with the adoption of more electric vehicles, the need for imported fuel would decrease. Credit: Forbes Magazine 2
34 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG Can the electric grid handle an increase in ZEVs? Over the next decade, ZEVs are expected to add only a small amount of electricity demand to Rhode Island's grid. Our utilities are planning for the transition to electric vehicle charging. Right now, the electrical grid can handle the current electric vehicle charging demand and can continue to support it for at least the next five years. As we look to future years, the utilities are incorporating planning and building to ensure enough capacity is available to deliver energy to Rhode Island for all of our uses, including charging a growing fleet of electric vehicles. In addition, Rhode Island is committed to sourcing 100% of our energy from renewable sources by 2033, and these facilities, along with the greater power system in New England, are expected to generate the electricity that will need to be delivered on the grid. State agencies, like the Public Utilities Commission and the Rhode Island Office of Energy Resources, along with policymakers are working with utilities and implementing policies to encourage grid-friendly load growth. For example, management strategies, like time-of-use rates, will shift charging to non-peak system hours to ease grid impacts and prevent potential system overloads. Furthermore, ZEVs can be used as a grid resource and as battery storage to alleviate electricity congestion, especially with proper utility investments and rate designs that give customers the information and incentives to charge and discharge vehicles when it is most efficient. What is the current availability of zero-emission vehicles, vans, buses, and trucks? An increasing variety of ZEVs at various price points will be critical to higher market penetration rates. Manufacturers are speeding up ZEV production lines and large numbers of new ZEV models are expected to come to market in the coming years. That increase in models and diversification should help to increase ZEV market share and availability of more mainstream priced ZEVs. GM, Volvo, Cadillac to name just a few have already committed to going 100% electric no later than 2035, and other manufacturers are investing hundreds of billions of dollars to develop and manufacture zero emission vehicles, including pickup trucks and SUVs. Recent shortages have been attributed to global supply chain constraints on microchips. According to the National Automobile Dealers’ Association, new light-duty vehicle sales for July 2022 remain down 8.9% from July 2021, when sales first started to be constrained by the microchip shortage. Should similar supply disruptions occur in the future, the regulation provides flexibilities in the use of banked credits to facilitate compliance. Is the technology ready? The market for ZEVs, zero-emission, vans, buses, and trucks is growing quickly as the technology matures and costs decline. ACCII and ACT wouldn't go into effect until 2027 at the earliest, when the costs of these vehicles are expected to be more affordable to own and operate than their gas or diesel counterparts. Federal funding for corridor charging will also be available under the Infrastructure Investment and Jobs Act. The ACT regulation provides market certainty that will help unlock additional charging infrastructure investments from utilities and charging station developers, including at public charging locations along interstate highway routes. In the near term, it is anticipated that the majority of charging infrastructure deployed to support electric trucks will be located at fleet depot locations. More and more utilities across the country are administering fleet advisory services and make-ready programs to help accelerate the buildout of charging infrastructure needed to support widespread truck electrification. SOURCE: RI DEM GIS (Jan. 2023) 3
RITRUCKING.ORG ISSUE 2 2023 | RHODE WARRIOR 35 Rhode Island Department of Environmental Management Office of Air Resources 235 Promenade Street| Providence, RI 02908| 401-222-2808 What other states have adopted ACCII and/or ACT? As of April 2023, California, Massachusetts, New York, Oregon, Vermont, Virginia, and Washington have adopted the Advanced Clean Cars II regulations. Several other states are either considering or actively pursuing adoption of and Advanced Clean Car II regulations. As of April 2023, California, Colorado, Massachusetts, New Jersey, New York, Oregon, Vermont, and Washington have adopted the Advanced Clean Trucks regulations. Several other states are either considering or actively pursuing adoption of and Advanced Clean Truck regulations. In December 2022, Vermont was the first state outside of California to adopt both Advanced Clean Cars II and Advanced Clean Trucks in one rule-making package. The plan for Rhode Island is to also adopt both Advanced Clean Cars II and Advanced Clean Trucks in one rulemaking package. What will the time frame look like for Rhode Island? Section 177 of the Clean Air Act requires at least twomodel years of lead time when a state adopts California’s emission standards. To adopt California standards for model year 2027, a state must adopt those standards two years before January 2, 2026; in other words, before January 2, 2024 (i.e., by the end of 2023). What funding is available to offset the cost of electric vehicles and infrastructure? Federal legislation, including the 2021 Infrastructure Investment and Jobs Act (IIJA) and the Inflation Reduction Act of 2022 (IRA), have authorized unprecedented investment of billions of dollars in tax credits, rebates, grants, and loan programs supporting the manufacturing and adoption of ZEVs and infrastructure. These investments will reduce price, grow the market, and encourage significant demand for ZEVs. For example for electric trucks, the Qualified Commercial Tax Credit of up to $40,000 per vehicle to replace gas or diesel vehicles with a ZEV, and for electric cars, the Clean Vehicle Credit which if all criteria is met up to $7,500[3] in tax credit is available for new electric vehicles purchased. The Rhode Island Office of Energy Resources (OER) has a rebate program for new and used electric vehicles and electric bikes. With this program, up to $2,500 for qualified new battery and fuel cell electric vehicles is available. [3]https://afdc.energy.gov/laws/409 4 MOU: Memorandum of Understanding (between Section 177 States) Rhode Island Department of Environmental Management Office of Air Resources 235 Promenade Street| Providence, RI 02908| 401-222-2808 What other states have adopted ACCII and/or ACT? As of April 2023, California, Massachusetts, New York, Oregon, Vermont, Virginia, and Washington have adopted the Advanced Clean Cars II regulations. Several other states are either considering or actively pursuing adoption of and Advanced Clean Car II regulations. As of April 2023, California, Colorado, Massachusetts, New Jersey, New York, Oregon, Vermont, and Washington have adopted the Advanced Clean Trucks regulations. Several other states are either considering or actively pursuing adoption of and Advanced Clean Truck regulations. In December 2022, Vermont was the first state outside of California to adopt both Advanced Clean Cars II and Advanced Clean Trucks in one rule-making package. The plan for Rhode Island is to also adopt both Advanced Clean Cars II and Advanced Clean Trucks in one rulemaking package. What will the time frame look like for Rhode Island? Section 177 of the Clean Air Act requires at least twomodel years of lead time when a state adopts California’s emission standards. To adopt California standards for model year 2027, a state must adopt those standards two years before January 2, 2026; in other words, before January 2, 2024 (i.e., by the end of 2023). What funding is available to offset the cost of electric vehicles and infrastructure? Federal legislation, including the 2021 Infrastructure Investment and Jobs Act (IIJA) and the Inflation Reduction Act of 2022 (IRA), have authorized unprecedented investment of billions of dollars in tax credits, rebates, grants, and loan programs supporting the manufacturing and adoption of ZEVs and infrastructure. These investments will reduce price, grow the market, and encourage significant demand for ZEVs. For example for electric trucks, the Qualified Commercial Tax Credit of up to $40,000 per vehicle to replace gas or diesel vehicles with a ZEV, and for electric cars, the Clean Vehicle Credit which if all criteria is met up to $7,500[3] in tax credit is available for new electric vehicles purchased. The Rhode Island Office of Energy Resources (OER) has a rebate program for new and used electric vehicles and electric bikes. With this program, up to $2,500 for qualified new battery and fuel cell electric vehicles is available. [3]https://afdc.energy.gov/laws/409 4 MOU: Memorandum of Understanding (between Section 177 States)
36 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG Hosting the nation’s trucking federation and its leadership at the annual Trucking Associations Executives Council (TEAC) conference is a big deal! So, when it came to RITA vying to host the event on its home turf, we jumped on the opportunity to bring tourist dollars to Newport and the Ocean State and to proudly showcase the best of Rhode Island. So, in 2015, the Northeast Trucking Associations Executives Council (NETAEC), the eleven-state regional consortium of ATA-affiliated trucking associations ranging from Maine to Maryland, decided that Newport would be the place. But soon after the decision, the state proclaimed war on the trucking industry by scapegoating trucks as the root cause of its longstanding infrastructure woes and imposing truck-only tolls. And soon after, with a contract for TAEC 2017 Newport days away from being signed with what was then the Hyatt Newport, the Region decided to move the conference to the Samoset Resort in Rockland, Maine sending a clear message to Rhode Island’s political leaders that the industry’s money was better spent elsewhere given the state’s antitruck, political landscape. The loser in this very difficult decision was the City of Newport, its tourism industry, and the wonderful people that had assisted us along the way. They would one day be rewarded…truckers don’t forget!! With the great success of the Samoset in our rear-view mirror and having made our political bones and statement to Rhode Island’s leadership, the decision was made by the NETAEC that Newport would be the place in 2021 when the rotating conference once again swung to the region in 2021. A contract was signed with what had now become Gurney’s Resort on Goat Island. We were back…or were we? And this decision did not come without some debate as to why we would return to RI while litigation pending and, more importantly, questions as to ‘what if’ ATA and RITA failed in their quest to knock down truck-only tolls. Would a loss make it awkward and, candidly, would attendance be affected? But soon, a far more serious matter took stage as a pandemic roared in forcing the cancellation of TAEC 2020 hosted by TEAC Region Three in Sonoma, California. The wine did finally flow in Sonoma in 2021, but displaced TAEC Region Four who, due to contractual obligations with the Hyatt on the Big Island of Hawaii, needed to slide into the 2022 position. NETAEC, also known as The Long, Winding Road to TAEC 2023 and the Historic Return to Rhode Island BY CHRISTOPHER MAXWELL RITA’S PRESIDENT & CEO CONTINUES
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38 RHODE WARRIOR | ISSUE 2 2023 RITRUCKING.ORG Region One, through yet another gracious accommodation by the folks on Goat Island – now the Newport Harbor Island Resort – was able to move into the 2023 position. The rest would make history – both literally and figuratively – and TAEC 2023 was poised to finally take place in Newport! And an epic Federal Court decision in September of 2022 ruling truck tolls unconstitutional removed all doubt and apprehension and paved the way to a federation celebration. Monday, July 16, the beginning day of the TAEC 2023 Conference, was no ordinary day in history. For it was 45 years to that very same day, date, time, and location that the ATA Region One – now NETAEC – kicked off TAEC 1978 at what was then the newlyconstructed Sheraton Goat Islander. On that day, RITA Manager Lena Daly, the first woman to lead a state trucking association, would introduce then-Governor J. Joseph Garrahy, to welcome the nation’s trucking association. Fittingly, on this day, RITA President Chris Maxwell would commemorate the historic day by introducing Senator Jack Reed, a dear friend of the late Governor, to welcome the industry’s leaders. TAEC 2023 was underway… The Conference was worth the wait. With day one underway with Senator Reed’s welcome comments, former Rhode Island Adjutant General Reginald Centracchio would serve to introduce the keynote speaker – Dr. David Kohnen of the US Naval War College – who delivered a fascinating presentation drawing historic and present-day parallels between the mission of the war college and the vital role of trucking in the national defense. Day two was highlighted by an evening event at the Newport Beach House where guests, many of whom came from landlocked areas of the country, enjoyed views of Easton’s Beach and the music of local band the Howlin’ Rhodes. The conference’s marquee event, the closing banquet, featured an Italian wine dinner, red roses for all ladies upon arrival, a roving accordion during cocktail hour, family style passed cuisine and red wine during dinner, and cannolis for dessert, and a performance by Gianni Russo of Godfather fame in a “A Night You Can’t Refuse with Gianni Russo.” When in Rhode Island… And throughout the four-day event, the red, white and blue lights on the Newport Bridge remained aglow in honor of the guests – a fitting tribute to those who move America and stood firm in upholding the Constitution. Monday, July 16, the beginning day of the TAEC 2023 Conference, was no ordinary day in history. For it was 45 years to that very same day, date, time, and location that the ATA Region One – now NETAEC – kicked off TAEC 1978 at what was then the newlyconstructed Sheraton Goat Islander.On that day, RITA Manager Lena Daly, the first woman to lead a state trucking association, would introduce then-Governor J. Joseph Garrahy, to welcome the nation’s trucking association ... Fittingly, on this day, RITA President Chris Maxwell would commemorate the historic day by introducing Senator Jack Reed, a dear friend of the late Governor, to welcome the industry’s leaders.
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