Study Shows Comprehensive Alternative Fuels Approach Achieves Greater Emissions Reductions Than Single Technology Focus

Erick Sanchez• October 27, 2020

Analysis of Texas and California Transportation Subsidy Programs Reveals Electric-Only Focus Fails

Washington, DC – At its NGV20 Annual Industry Summit last week, NGVAmerica released the results of a multi-month study of public transportation subsidy programs in the States of Texas and California, and the results are quite striking.

Over a fifteen-year time period from 2005 to 2019, the State of Texas spent $561 million in public resources to assist in the transition to cleaner vehicle technologies.  During the same time period, the State of California spent $816 million, or 46 percent more.  However, in terms of reducing harmful criteria pollutants to improve air quality, California achieved only a 35,229-ton reduction in NOx emissions despite its increased investment while Texas tallied reductions of 61,610 tons of NOx.  Effectively, California regulators spent 46 percent more public money while accomplishing 43 percent less than Texas.

“This analysis presents a stark reality for state and federal policymakers to consider,” said NGVAmerica President Dan Gage.  “Compared to California’s ZEV-only focus, the Texas approach results in less money spent, deploys more clean heavy-duty trucks and buses on the road, and achieves greater emissions reductions.  The public is best served if state and federal regulators concentrate less on imposing single technology purchases and more on establishing realistic emissions reduction goals while allowing fleets the flexibility to choose the powertrain technology that best meets their needs.”

In completing its analysis, NGVAmerica collected data from the Texas Commission on Environmental Quality (TXCEQ) and the California Air Resources Board (CARB) and California Energy Commission (CEC).  California focused its funding on medium- and heavy-duty battery electric vehicle test projects.  In contrast, Texas focused on replacing older, dirtier medium- and heavy-duty diesel trucks with newer, cleaner, CNG, LNG, LPG diesel, and diesel hybrid alternatives.  Overall, Texas spent 31 percent less money on more heavy-duty vehicles and reduced 75 percent more harmful NOx emissions than California.

Since 2000, Texas has reduced its NOx emissions by 69 percent while its total population has increased by 35 percent.  Meanwhile, from 2006 to 2013, California reported annual NOx emissions of 160,000 tons per year.  Since that time – and despite its increased Zero Emission Vehicle (ZEV)-focused investment – California’s annual emissions have increased to about 175,000 tons per year.

Texas continues its clean air achievement by supporting vehicle choice and an “all of the above” approach to alternative fuel vehicle technologies.  As Texas begins to add renewable natural gas (RNG) to its natural gas vehicle investments, Texas is creating actual carbon-free fleet solutions today.

While supportive of increased RNG production capacity, California is moving to limit the best use of this captured biomethane – as a transportation fuel – by supporting only ZEV purchases that require massive amounts of public funding to subsidize.

NGVs fueled with RNG are the most immediate and cost-effective carbon-free transportation solution available now.  According to CARB’s own data, RNG holds the lowest carbon intensity of any on-road vehicle fuel, including fully renewable electric.

“Now more than ever, communities need affordable, available, and easily scalable clean transportation solutions that address pollution while ensuring that public funding is put to its best use,” added Gage.  “Natural gas vehicles fueled by RNG is the best carbon-free, zero now solution.”

For more information on how to acquire your CNG/RNG Box Trucks, Busses and Semi Trucks please give us a call. We can walk you through the steps and help you weigh your options regardless of your company size.  

GET MORE INFO

NGV Global Group Inc.

10733 Spangler Rd,

Dallas, TX 75220 USA

Phone: +1 (214) 630-1000

Mail: info@ngvglobalgroup.com

Full access to the study document is available in NGVAmerica’s online Resource Center at: https://www.ngvamerica.org/wp-content/uploads/2020/10/NGVAmerica-Which-Road-TX-vs-CA-Investments.pdf

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From waste to fuel: the prospects for renewable natural gas in the US

While hydrogen initiatives have been grabbing headlines thanks to large-scale national plans and projects at corporate level, renewable natural gas (RNG) also deserves attention as an emerging tool for decarbonization.

RNG comes from capturing biogas from areas like landfills and farms and then cleaning and upgrading that gas to remove excess carbon dioxide to then turn it into biomethane, which is more commonly referred to as RNG. This process is needed to bring the methane portion of biogas to a level that can then be blended with conventional natural gas on existing pipeline infrastructure, to avoid diminishing the quality or heat content of the pipeline.

As in the case of hydrogen, policies will be critical for RNG to be a competitive alternative to fossil fuels. A recent special report from S&P Global Platts AnalyticsThe role of renewable natural gas in a carbon-constrained US market, highlighted some of the key considerations in assessing the potential of RNG in the US today:

1. RNG could play a key role in curbing methane emissions

Capturing biogas for RNG offers net-zero carbon potential since it reduces emissions that would otherwise escape directly into the atmosphere. At the same time, it can displace higher-emitting fossil fuels (diesel, natural gas) which include emissions from leaks and venting at or near the wellhead. In addition to these climate benefits, RNG also lowers nitrous oxide (NOx) emissions that have harmful health impacts.

2. Transport is a main use today, as the number of CNG vehicles grows

The latest available data shows new yearly additions have slowed though, falling to 4,550 new vehicles in 2017 and below 1,300 in 2019, based on Platts Analytics estimates that factors in NGV demand for the last two years. This is sharp drop from more than 8,700 in 2015. However, given more states have enacted polices since 2015, as well as proposing new legislation to support increased use of RNG, its likely annual CNG vehicle growth has not peaked. Furthermore, the increased state interest in RNG means any new CNG vehicles going forward, particularly large vehicles, will likely elect to use RNG.

Compressed Natural Gas vehicles in the US

3. RNG is appealing to US energy companies looking to diversify

The latest example of this was seen in California. Southern California Gas Company (SoCal) announced an agreement between SoCal, the San Diego Gas & Electric Company, consumer advocate groups, various industry groups, such as RNG Coalition, and the Environmental Defense Fund (EDF), to bring increased volumes of renewable natural gas (RNG) to California customers. The program will be made available to both residential and non-residential customers, with the latter having a purchase percentage option to choose how much of their natural gas is RNG, ranging from 25% to 100%. The tariff favors in-state supply that extends beyond landfills, subject to cost limits. RNG use will also reduce emissions under California’s GHG cap and trade program.

Go deeper: Request a copy of the S&P Global Platts Analytics report on RNG in the US market

4. Landfill has the greatest supply potential and cost appeal…

Estimated technical potential from all US landfills exceeds 2,900 million diesel gallon equivalent, or 1.0 Bcf/d of gas equivalent, according to the EPA – assuming all landfills not currently being used to produce RNG are eventually brought online to capture and upgrade biogas into RNG. This makes up two thirds of total estimated US RNG potential. Based on the EPA’s existing landfill methane outreach program (LMOP) 578 landfill projects are in operation as of December 2019, most for biogas production, but increasingly used to produce RNG. EPA estimates another 478 candidate projects could be used for biogas or RNG. Most landfill projects are found to be economical at $10/MMBtu or less.

5. …but dairy and swine farms offer the lowest carbon intensities (CI)

Despite project costs being estimated at $30/MMBtu or higher, farm-based RNG production, such as from dairy or swine manure, is growing, with strongly negative CIs indicating a net negative impact on GHG emissions and strong incentives from California’s Low Carbon Fuel Standard (LCFS) program. The weighted-average CI for bio-CNG/LNG for 4Q19 was 22 g/MJ, but dairy or swine projects can have CIs of -350 g/MJ or lower.

Carbon intensity of bio CNG and bio LNG

6. California is the front runner in US RNG policy initiatives

The existing LCFS program has already helped California’s transportation sector RNG volumes reach upwards of 37 MMDGE, or 13 MMcf/d, as of 3Q 2019, which makes up approximately 17% of total US RNG volumes.

California RNG volumes

In addition to this, the California Public Utility Commission is pursuing multiple rulemaking phases to increase renewable gas serving the state’s energy needs and reduce methane emissions. Legislation from 2018 (SB 1440) calls for renewable gas procurement targets for utilities. The bill primarily focuses on biomethane, but renewable hydrogen blending is an option, under the umbrella of “renewable gas”, to displace fossil natural gas. It is estimated California has upwards of ~250 MMcf/d in RNG that is deemed as technically producible, but again, costs will make it a challenging task to fully achieve this potential.

For more information on how to acquire your CNG/RNG Box Trucks, Busses and Semi Trucks please give us a call. We can walk you through the steps and help you weigh your options regardless of your company size.  

GET MORE INFO

NGV Global Group Inc.

10733 Spangler Rd,

Dallas, TX 75220 USA

Phone: +1 (214) 630-1000

Mail: info@ngvglobalgroup.com

Original Story https://blogs.platts.com/2020/06/30/renewable-natural-gas-us-waste-biogas/

Author Tyler Jubert, S&P Global Platts Analytics

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NGV Global Group Employee Appreciation Awards

We wanted to thank all our hard working employees at NGV Global Group and award those who are going above and beyond in trying times. It is a work ethic like yours that helps us be the success that we are. We applaud you all and thank you again for your commitment to excellence.

NGV Global Group’s operations have been bustling along, providing the trucking industry with essential Renewable Natural Gas (RNG) Trucks for their fleets. These trucks and their operators are driving farther and harder than ever, supplying our nation with much needed goods.

With all this extra demand in such a unique time, our essential employees are doing their part to make a difference. NGV Global Group wanted to create something to celebrate that hard work with some form of appreciation. So last week we set up an award show thanking everyone and shining the spotlight on some special people. Thank you all who safely attended.

For more information on how to acquire your CNG/RNG Box Trucks, Busses, and Semi Trucks, please call us. We can walk you through the steps and help you weigh your options regardless of your company size.  

GET MORE INFO

NGV Global Group Inc.

10733 Spangler Rd,

Dallas, TX 75220 USA

Phone: +1 (214) 630-1000

Mail: info@ngvglobalgroup.com

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After Marathon Markup, Committee Advances the INVEST in America Act, a Transformational Surface Transportation Bill to Move Nation’s Infrastructure into New Era

Chair DeFazio: “The INVEST in America Act is our opportunity to replace the outdated systems of the past with smarter, safer, more resilient infrastructure that fits the economy of the future, creates millions of jobs, supports American manufacturing, and restores U.S.
competitiveness

Washington, DC – Today, Chair of the House Committee on Transportation and Infrastructure Peter DeFazio (D-OR), released text of the Investing in a New Vision for the Environment and Surface Transportation in America (INVEST in America) Act, a key component of the Moving Forward Framework that House Democrats, led by Chair DeFazio, released earlier this year. The bill’s original cosponsors are Subcommittee on Highways and Transit Chair Eleanor Holmes Norton and Subcommittee on Railroads, Pipelines, and Hazardous Materials Chair Dan Lipinski. The Committee will consider the INVEST in America Act at a Committee markup scheduled for Wednesday, June 17th. The current surface transportation authorization expires September 30th.

The INVEST in America Act, which enables the completion of critical projects through long-term, sustainable funding and is fueled by American workers and ingenuity thanks to strong Buy America provisions and labor protections, authorizes nearly $500 billion over five years to address some of the country’s most urgent infrastructure needs, including:

• Tackling the massive backlog of roads, bridges, and transit systems in need of repair and replacement

• Building resilient infrastructure that will withstand the impacts of climate change and extreme weather

• Designing streets that are safer for all road users, including pedestrians and cyclists •

Putting the U.S. on a path toward zero emissions from the transportation sector by prioritizing carbon pollution reduction, investing in public transit and the national rail network, building out fueling infrastructure for low- and zero-emission vehicles, and deploying technology and innovative materials

• Sharply increasing funding for public transit options in urban, suburban and rural areas in order to integrate technology and increase routes and reliability with tools such as bus-only lanes and priority signaling

• Making transformational investments in Amtrak in order to create a robust, reliable rail system and to address long-neglected maintenance needs in the Northeast Corridor and throughout the country while also enhancing rail worker and passenger safety and helping communities address grade crossing issues

• Improving access to Federal funding to help communities around the country undertake transformative projects that are smarter, safer, and made to last The INVEST in America Act also accounts for the economic downturn caused by the global pandemic and ensures States, cities, tribes, territories, and transit agencies can administer programs, advance projects, and preserve jobs in the aftermath of the COVID-19 crisis.

The INVEST in America Act authorizes a sharp increase in funding to continue current programs in the first year of enactment of the bill (FY 2021) with wider policy implementation occurring in FY 2022.

“The bulk of our nation’s infrastructure—our roads, bridges, public transit and rail systems, the things that hundreds of millions of American families and businesses rely on every single day— is not only badly outdated, in many places it’s downright dangerous and holding our economy back. Yet for decades, Congress has repeatedly ignored the calls for an overhaul and instead simply poured money into short-term patches. The result? We’re still running our economy on an inefficient, 1950s-era system that costs Americans increasingly more time and money while making the transportation sector the nation’s biggest source of carbon pollution,” Chair DeFazio said. “That all changes with the INVEST in America Act. After holding nearly 20 Committee hearings, receiving testimony from dozens and dozens of witnesses and Members of Congress, and engaging with hundreds of advocates and transportation agencies, I am proud to bring together the ideas and the needs into one transformational bill that will catapult our country into a new era of how we plan, build, and improve U.S. infrastructure. The INVEST in America Act is our opportunity to replace the outdated systems of the past with smarter, safer, more resilient infrastructure that fits the economy of the future, creates millions of jobs, supports American manufacturing, and restores U.S. competitiveness.”

As Chair of the Subcommittee on Highways and Transit, I have had the opportunity to help write a bill that for the first time will move the nation from a narrow emphasis on building new roads for more vehicles to urgent issues propelled by 21st century transportation,” Chair Norton said. “For example, this bill focuses on transportation challenges compelled by climate change and on other frontline issues such as new ways to fund infrastructure in the United States.”

“I am proud to have joined with Chair DeFazio and Chair Norton to craft this innovative bill that not only makes robust investments in roads, bridges, passenger rail, transit, bike/ped, and other infrastructure, but will also profoundly transform mobility, protect the environment, and improve the quality of life for all Americans,” Chair Lipinski said. “As Chairman of the Rail Subcommittee, I am especially proud of the significant increase in funding and other support for commuter rail as well as Amtrak, and provisions to help eliminate problems for communities heavily impacted by railroads.”

https://transportation.house.gov/the-invest-in-america-act

https://transportation.house.gov/the-invest-in-america-act
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Trucking’s Journey To Zero Emissions With CNG, RNG

Trucking fleets of all sizes will be affected by the mandates that are taking place in the industry throughout the country. As the timeline to be compliant with new laws comes closer everyday, owners and fleet managers are looking for viable options that fit with their business model. 

John H. Davis, is the host and executive producer for “Motor Week” of 40 years and spoke in regards to these industry challenges. “The challenge for every fleet—no matter how small—and every manufacturer is to get ahead of these mandates for new technologies using alternative fuels,” Davis said. “And I don’t mean just electrification either. As we all know, there is no one-size-fits-all when it comes to alternative fuels and commercial trucks.”

Change was on the horizon years ago, we are now in it. With more and more data showing the health and environmental effects that emissions have, companies are taking steps to secure their future in a changing industry. Truck Fleets are switching out a percentage or all of their vehicles to CNG Trucks to secure their future bid in the industry.

CNG trucking has become even more popular as RNG (Renewable Natural Gas) competes as one of the cleanest alternative fuels. The reason why it competes with even the electric market is renewable natural gas is already here, and already being released into the environment. Waste water treatment sites, cattle farms and land fills that are already burning methane are abundant in RNG. By taking this RNG and repurposing it into vehicles you get a negative NOx. 

Infrastructure for CNG is already in place in most areas. In addition, companies can add their own CNG facility on property and create gas from .40 to .90 cents a gallon. Minus that from your current diesel costs per month and you are looking at significant savings. NGV Global Group has been increasing their production of Compressed Natural Gas Trucks to keep up with the demand. NGV Global Group has been receiving an increase in Class-6 local delivery trucks and Semi Trucks.

NGV Global Group offers truck fleets leasing and purchasing options for CNG Trucks. NGV Global Group has helped companies of all sizes navigate in the alternative fuel vehicle space. 

GET MORE INFO

NGV Global Group Inc.

10733 Spangler Rd,

Dallas, TX 75220 USA

Phone: +1 (214) 630-1000

Mail: info@ngvglobalgroup.com

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Oregon DEQ releases timeline for Clean Fuels Program expansion

By Erin Voegele | May 27, 2020

The Oregon Department of Environmental Quality on May 18 announced it has submitted detailed information to Gov. Kate Brown on how it plans to carry out her March 10 executive order that set a new goal for greenhouse gas (GHG) reduction.

The plans submitted by DEQ include a preliminary report on cap and reduce programs, and work plans related to clean fuels, strategies to reduce GHG emissions from transportation, regulations to reduce methane emissions from landfills, and strategies to reduce food waste.

One provision of the March 10 executive order directs state agencies to expand the Oregon Clean Fuels Program to enable the state to reduce the average amount of GHG emissions per unit of fuel energy by 20 percent below 2015 levels by 2030 and 25 percent below 2015 levels by 2035. The work plan submitted by DEQ describes the steps necessary to carry out the expansion of the Clean Fuels Program and includes a high-level summary of some of the key policy issues that will be addressed leading up to and including rulemakings by the state’s Environmental Quality Commission.  

The Clean Fuels Program work plan also includes a proposed timeline for expansion of the program. A formal rulemaking for the expansion of the program is expected to begin near the end of the third quarter of 2021. Until that time, the agency plans to undertake several studies and other activities related to the future rulemaking.

Another provision of the March 10 executive order directs state agencies to take actions necessary to reduce gas emissions from landfill as part of the state’s goal to achieve GHG reductions of at least 45 percent by 2035 and 80 percent by 2050. According to the work plan, the DEQ plans to begin developing a rulemaking on landfill gas during the fourth quarter of this year. Landfills would be required to submit design plans for methane gas collection systems in late 2021 and early 2022. Landfills would install approve methane gas collection systems beginning in 2023. The work plan also briefly discusses compliance measures that may be available to landfills seeking alternative compliance pathways, such as decreasing incoming volumes of cardboard, paper fibers, grass clipping and similar materials.  

The DEQ said it will be holding virtual workshops and listening sessions on program options related to the March 10 executive order over the next six months.

“Oregon DEQ is committed to listening to all Oregonians, including community and business leaders, as we develop the specifics of how these programs are going to work,” said Richard Whitman, director of the DEQ. “We recognize that Oregon is in the midst of another crisis—the COVID-19 crisis—and DEQ is building those challenges into how we are approaching this effort. At the same time, we also recognize that Oregon and the rest of the world are running out of time to begin bringing greenhouse gas emissions under control. The governor has given us 18 months to get this work done, and we are going to do our very best to deliver a fair, thorough and well-founded set of programs that will put Oregon on the path to doing its part in combatting climate change.”

Additional information is available on the Oregon DEQ website. https://ngvglobalgroup.com/articles/17093/oregon-deq-releases-timeline-for-clean-fuels-program-expansion

Additional Information on CNG/RNG Vehicles https://ngvglobalgroup.com/about-us/

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How Much Clean Air Could $100 Million Buy?

California has the worst air pollution in the nation and diesel trucks are largely to blame. Original Story

Heavy-duty (HD) diesel trucks are the backbone of California’s thriving goods movement economy, but they also deliver a lot of negative impacts to the state. As the largest single source of emissions in California, HD diesel trucks cause smog and unhealthy air for 90% of Californians[1]. HD diesel trucks emit NOx (oxides of nitrogen) and diesel particulate matter (DPM), which can cause a range of health issues including asthma, cancer, heart disease, and premature death. These impacts are particularly pronounced in California’s many disadvantaged communities (DACs) which are already overburdened by HD diesel truck emissions. In addition, HD diesel trucks are one of North America’s largest and most rapidly growing sources of climate-altering greenhouse gas (GHG) emissions which are detrimental to clean air.

California is facing several near-term deadlines to meet the minimum standards set by the federal government for clean and healthy air. Southern California only has until the end of 2022 to significantly cut smog-forming ozone emissions in order to reach these minimum federal requirements. Failure to meet these federal regulations can trigger fines and penalties, including withholding billions of dollars of federal highway funds. Of course, this is all in addition to the deadly toll diesel truck exhaust continues to take on the health of thousands of Californians on a daily basis.

Reducing diesel truck emissions is the only way that California can meet its clean air objectives. The state must find a way to get as many diesel trucks off the road as possible, and as quickly as possible, while ensuring industry can continue to thrive and grow the economy. With increasingly limited resources to achieve these multiple goals, the agencies responsible for providing healthy air for all Californians – especially those in DACs – must pursue the most immediate and most cost-effective solutions available.  There is simply no other choice.

So how do we get there?

To answer this, let’s look at what a hypothetical $100 million government investment could achieve when using one of California’s most popular funding programs. Which option would you chose if both cost the same?

Increasing deployment of RNG trucks will result in better clean air levels than using EV trucks.

How to stretch our dollars the farthest.

Did you guess that “Option A” was a near-zero emission natural gas truck? If so, great job. Option B results from using battery-electric trucks.

It may be surprising to learn that natural gas trucks can deliver the most emissions reductions, even when compared to trucks that don’t have tailpipes. The simple side-by-side comparison above demonstrates how the cost-effectiveness of these investments can yield significant benefits in terms of the number of clean trucks deployed and overall benefits that can be immediately achieved.

Here’s how this was calculated. Using one of California’s most popular funding programs (HVIP), a heavy-duty battery-electric vehicle (HD BEV) is eligible for a $150,000 incentive per truck. With $100 million government investment, 667 trucks could be funded ($100,000,000 / $150,000 = 667 HD BEVs funded).

A HD BEV typically has a range of 100 to 150 miles per charge and drives an estimated total of 12,000 miles per year[2]. Using these assumptions, the state could achieve the nitrous oxide (NOx) and greenhouse gas (GHG) emissions shown below.

22.3 Total Annual Tons of NOx Reduced                       
12,216 Total Annual Metric Tons of GHG Reduced

Through the same HVIP program, a heavy-duty natural gas vehicle (HD NGV) is eligible for a $45,000 incentive per truck. The lower incentive is because HD NGVs have a much lower upfront purchase cost ($160,000 for a natural gas truck vs. $300,000 [short-range] to $605,000 [long-range] for battery-electric trucks, pre-FET and sales tax[3]). With $100 million in government investment, the state could fund 2,222 natural gas trucks ($100,000,000 / $45,000 = 2,222 HD NGVs funded).

A HD NGV typically has a range of 550 to 700 miles on a full tank. This additional range allows it to work much longer than can a HD BEV.  Using the total potential daily range, a HD NGV can easily drive 150,000 miles or more per year.  However, for consistency with the HD BEV calculation above, we’ve used a much more conservative estimate of 25,000 miles per year.[4] Therefore, with the same assumptions and formulas that were used for the HD BEV calculation, the associated emissions benefits of funding natural gas trucks are confirmed to be four to five times higher:

Natural Gas trucks are effective at reducing emission levels, resulting in clean air.

 139.5 Total Annual Tons of NOx Reduced                                 53,667   Total Annual Metric Tons of GHG Reduced[5]

Since most people don’t think in terms of “metric tons of emissions,” the example below translates the greenhouse gas emission benefit into something more relatable to our daily lives.

Funding NGV trucks is equivalent to clean air benefits from removing many more passenger vehicles.

The ability to achieve major progress in clean air right now.

Ultimately, both electric and natural gas vehicle technologies will play important roles in California’s clean transportation future. Experts agree that there is no “one size fits all” solution to meet the diverse operational needs of all California fleet operators—from transit to delivery, goods movement, agriculture, construction, schools, utilities, refuse collection, and public works. If California wants to have a fighting chance in achieving its clean air deadlines and bringing healthy air to millions of Californian’s living with persistent smog, maximizing near term actions and scaled deployments of cost-effective clean technology will be absolutely critical.

A few vehicle manufacturers are starting early pilot projects for HD BEVs. Unfortunately, for the large trucks that haul our goods and produce the most amount of emissions, scalable HD BEV solutions are not commercially available today. In fact, many manufacturers have stated that in the first several years of introducing HD BEVs to market, only a few hundred trucks will be manufactured each year, and deployment opportunities will be significantly restricted by the lack of an available charging infrastructure.

It’s no surprise that many industry experts have stated that HD BEVs will not be utilized on a wide scale for at least 10 years or more given the limited availability of vehicles, high purchase costs, and the need to develop an entire support ecosystem (e.g., high-powered public and private charging infrastructure, utility rate programs, dealership sales and service, parts distribution, etc.). With millions of HD diesel trucks on U.S. roadways, HD BEVs will be unlikely to make a significant dent in our air quality and climate challenges in the in the immediate term. Fortunately, however, HD NGVs are available and viable, and ready to make a differencetoday, and at scale.

HD NGVs are commercially available today from 10 major truck manufacturers—including Freightliner, Volvo, Kenworth, Mack, Peterbilt, and others. With these well-established brands also comes robust sales and service networks already in place to support HD NGVs at scale – especially in California. With the demonstrated power, performance and reliability required to meet fleets’ rigorous daily operations, there are more than 175,000 NGVs in operation across the United States today, which are supported by a strong and growing network of fueling stations. Given their widespread commercial availability, proven operations, and with the entire support ecosystem already in place, the continued scaling up deployments of this clean air technology can take place immediately – an extremely important issue when trying to reduce emissions and protect human health as quickly as possible.

Ultimately, it’s critical that California continue to support market competition among all clean transportation technology solution providers—including natural gas, battery-electric, clean diesel, propane autogas, hydrogen fuel cell, and others. Competition accelerates technology innovation, and leads to improved operational, environmental, and cost performance.

With more limited financial resources available, prioritizing incentive funding to facilitate large volume deployments of clean transportation technologies that get the most bang for the buck is absolutely critical to achieving clean air and climate change mitigation as quickly, effectively and efficiently as possible. 

Interested in Learning More About the Benefits of Natural Gas Trucks and Renewable Natural Gas (RNG)?

Keep Reading… 

1. Natural gas truck emissions are practically undetectable.

NGV trucks produce less emissions than typical passenger cars, which is beneficial for clean air.

Equivalent NOx Emissions/Mile[6]It’s true that natural gas trucks still produce tailpipe emissions, but the most harmful emissions—the ones that immediately impact human health and the environment—are so low that they are called “near zero emission” trucks.

These emissions from HD NGVs are in fact so low that they are comparable to the emissions that come out of the tailpipe of a typical light-duty gasoline car on the market today – a truly amazing feat for an 80,000 truck!

2. Using RNG enables fleets to go beyond carbon neutrality and save money.

RNG can make huge contributions towards clean air quality.

The natural gas that fuels vehicles can be produced from a variety of renewable sources including wastewater treatment plants, food and green waste, landfills, dairies, and farms.

Producing natural gas from these renewable sources provides an unmatched opportunity to capture the methane – which is a greenhouse gas – that would have otherwise been emitted into the atmosphere through each source’s natural decomposition cycle. By capturing this methane and using it to displace diesel fuel in a HD truck, RNG can have a “negative” carbon intensity (i.e., beyond carbon neutrality).

A 2020 report from Lawrence Livermore National Labs found that for California to achieve its 2045 carbon neutrality goals, investments in carbon negative actions will be required[7] . RNG is readily available to achieve such actions, today.

Not only are fleets using low carbon RNG helping to immediately reduce large volumes of climate change gases, they are also able to further lower their fuel cost via the financial credits afforded under the federal RIN Program and California’s LCFS Program.

3. The U.S. can produce large volumes of RNG.

More than 75% of natural gas used for transportation in California already comes from renewable sources[8]. The production of renewable natural gas (RNG) in California continues to grow significantly.

Additionally, a recent study confirmed that the total amount of RNG available in the U.S. could ultimately offset 75% of all current diesel fuel used in the national transportation sector. [9]

4. Natural gas trucks give us the ability to tackle California’s air pollution today.

175,000+ HD NGVs contribute to clean air goals across the U.S.

HD NGVs are commercially available today from 10 different major truck manufacturers—including Freightliner, Volvo, Kenworth, Mack, Peterbilt, and others. With these well-established brands also comes robust sales and service networks ready to support HD NGVs, especially in California where this clean air technology has been increasingly and successfully used for more than two decades.

Given HD NGV’s widespread commercial availability, proven operations, and with the entire support ecosystem already in place, the continued scaling up deployments of this clean air technology can take place immediately – an extremely important issue when trying to reduce emissions as quickly as possible.

NGV Global Group has increased its production of a variety of NGV Truck conversions that range from to meet demand of across a variety of transporting needs.

Find Out What Truck Best Suits Your Needs Schedule A Consultation

Original Story https://www.act-news.com/news/how-much-clean-air-could-100-million-buy/

Sources:

[1] American Lung Association, 2019 State of the Air Report. https://www.lung.org/media/press-releases/20th-sota-ca

[2] California Air Resources Board, 2019-2020 Clean Transportation Incentives Funding Plan, Appendix A. https://ww2.arb.ca.gov/sites/default/files/2019-09/fy1920fundingplan-appa.pdf

[3] 2018 Feasibility Assessment for Cargo-Handling Equipment, September 2019. https://www.gladstein.org/wp-content/uploads/2019/09/Final-CHE-Feasibility-Assessment_August-2019-Master.pdf

[4] California Air Resources Board, 2019-2020 Clean Transportation Incentives Funding Plan, Appendix A. https://ww2.arb.ca.gov/sites/default/files/2019-09/fy1920fundingplan-appa.pdf

[5] This emissions analysis in based on the California Air Resources Board’s assumptions from their FY19-20 funding plan, including using the average carbon intensity of RNG consumed in California in 2016 based on Low Carbon Fuel Standard data.

[6] Based on testing conducted by the University of California at Riverside on a 12L NZ natural gas engine (https://ucrtoday.ucr.edu/wp-content/uploads/2018/08/CWI-LowNOx-12L-NG_v03.pdf) which showed NOx emissions ranging from 0.02 to 0.11 g/mi. By comparison, the average MY2020 passenger car has NOx emissions of 0.025 g/mi (per EMFAC 2017).

[7] Getting to Neutral: Options for Negative Carbon Emissions in California, January 2020. https://www-gs.llnl.gov/content/assets/docs/energy/Getting_to_Neutral.pdf

[8] Calculation based on California Air Resources Board 2018 Low Carbon Fuel Standard Data

[9] American Gas Foundation, December 2019, Renewable Sources of Natural Gas: Supply & Emission Reduction Assessment Study. https://www.gasfoundation.org/wp-content/uploads/2019/12/AGA_3894-RNG-2-Pager_V-11.pdf

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COVID-19: a key moment to think of a more sustainable future

Last week we shared a recent report from Harvard University that found that the regions with the highest levels of particulate matter and pollution in the United States were the ones with the highest death rates from Covid-19. Along these same lines, we want to continue making visible this unprecedented phenomenon, which is affecting world health and economy, and the importance of seeking more sustainable practices to face the future.

For a long time, many governments around the world have outlined ambitious climate goals and have – current and future – strict regulations to reduce their environmental footprint and decarbonize the transport sector, one of the main generators of polluting emissions in the atmosphere. However, many of these goals aim to achieve zero emissions through technologies that are at an incipient level of development, as is the case of electric vehicles.

Although many automakers already offer this type of vehicle, with batteries, fuel cells or hybrids, its price is not within the reach of the entire population or its development is not enough for all automotive segments. For example, heavy road transport requires extensive travel range, as well as a solid network of refueling stations on its routes, which electric vehicles do not yet offer.

Currently, governments face the difficult task of controlling the health emergency and, at the same time, introducing economic and social recovery measures. But they must also take into account the ecological factor to address the future.

In this sense, natural gas as a transport fuel is available today and is a 100% developed and proven technology, used in all types of vehicles (private cars, vans, buses and heavy trucks), as well as in maritime and railway transport. In the form of CNG or LNG, this energy can be a fundamental piece of government policy to help improve the air in cities and drive an efficient and economical energy transition.

Thanks to its environmental benefits (30% less CO2, 75% less NOx, and almost zero emissions of particles and SO2), natural gas powered mobility will allow to rebuild more sustainable economies in the short term, always meeting the medium- and long-term objectives of the Paris Agreement. In turn, the cost of natural gas is usually half that of gasoline or diesel, so it will also serve to recover the economy from any pocket.

What is more, when using natural gas from renewable sources (biomethane), neutrality in CO2 emissions can be achieved. This fuel has a zero CO2 balance because it avoids the emissions produced in the fermentation of the waste and maintains the same benefits as natural gas for air quality. In addition, renewable natural gas is totally interchangeable with natural gas, allowing it to be distributed using current infrastructure, whether for vehicle, industrial, commercial or home use.

We are all witnessing how the pandemic and the restriction of hundreds of activities around the world, including the very circulation of people in urban centers, have been beneficial for the environment due to low levels of pollution. Fish and crystal clear waters in Venice, wild animals in deserted streets, are some cases.

Therefore, it is crucial that policymakers can tackle the critical situation the world is going through from a sustainable perspective, becoming aware of the importance of the environment and taking advantage of the tools that are already available to start making change today.

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Odyssey Logistics Adds Natural Gas Tractors to Fleet

Odyssey Logistics & Technology Corp., a company that specializes in complex logistics and technology, has ordered two Freightliner Cascadia 113 compressed natural gas (CNG) tractors for its subsidiary, Linden Bulk Transportation LLC.

“Natural gas powers more than 12 million vehicles on the road today – and for good reason,” says Bob Shellman, president and CEO of Odyssey.

“Companies like Odyssey use CNG tractors to reduce smog-forming emissions and pollutants and better align with carbon footprint and sustainability goals,” he adds.

“Sustainability in this industry is a leading focal point for us, and we’re making strides toward a more innovative future through the CNG fleet,” says Michael Salz, president of Linden.

“The fleet shows our customers how important it is that we meet them on values and battle industry challenges, like climate change, head-on through green initiatives like this,” he adds.

Photo: Freightliner‘s Cascadia 113 CNG tractor

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Alternative Transportation Fuel Sector Stays Revved Up

One part of the U.S. economy that hasn’t been stopped by the pandemic is trucking of goods, and that goes for the alternative transportation fuel that powers many of the fleets.

The fuel cell and hydrogen energy applications are getting more attention from the U.S. Department of Energy (DOE) and a recent report by McKinsey and Co., noting billions of dollars and hundreds of thousands of jobs the hydrogen sector could create by 2030 while providing a lower-carbon energy option. DOE at the end of last year provided more than $160 million in grant funds.

One of the top priorities for the natural gas vehicle (NGV) trade group NGVAmerica is to influence the development of a cleaner trucks initiative at the U.S. Environmental Protection Agency (EPA) to use gas in powering trucking fleets. NGVAmerica also is seeking “regulatory parity” for NGV technology in the EPA and National Highway Traffic Safety Administration’s SAFE rulemaking for light-duty vehicles.

NGV Global Group has been ramping up production of their CNG semi-tractor trailers as demands for trucking continue to ramp up. The trucking industry is an essential industry and moves all types of freight throughout the entire country that many Americans depend on. COVID-19 puts truck drivers in high demand for transport of crucial goods across the country. NGV Global Group continues to support this crucial industry in times when all possible hands on deck are needed.

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