LOS ANGELES, Calif. – GreenPower Motor Company Inc. (NASDAQ: GP) (TSXV: GPV) (“GreenPower”), a leading manufacturer and distributor of purpose-built, all-electric, zero-emission medium and heavy-duty vehicles serving the cargo and delivery market, shuttle and transit space and school bus sector, today announced the company has received three orders for 11 Type D all-electric, purpose-built, zero-emission BEAST school buses for school districts in Arizona, California and Oregon.
“As school districts continue to make the change from NOx emitting diesel school buses to a cleaner, healthier means of transporting students, school district transportation departments are pursuing the gold standard of the industry the GreenPower all-electric, purpose-built BEAST and Nano BEAST school buses,” said Paul Start, GreenPower’s Vice President of Sales School Bus Group. “With 2025 fast approaching, the GreenPower school bus order pipeline and production schedule are both at record levels with sales projections for next year set to eclipse the 2024 calendar year.”
The three orders announced today are:
From GreenPower’s exclusive California dealer Model 1 for seven BEASTs for the Los Banos Unified School District in Los Banos, California.
From GreenPower’s exclusive Arizona dealer RWC Group for two BEASTs for the Casa Grande Elementary School District in Casa Grande, Arizona.
From GreenPower’s exclusive Oregon dealer Peterson Trucks for two BEASTs for the Hood River County School District in Hood River, Oregon.
GreenPower’s BEAST is a purpose-built 40-foot Type D all-electric, zero-emission school bus with seating for up to 90 students. Designed from the ground up as an EV, it is a fully integrated structure that features a strong and corrosion resistant aluminum body made from extruded aluminum, manufactured by Constellium, seamlessly mated to a high strength steel Truss (bus) chassis. The complete flat floor design allows for adjustable track seating with no wheel wells in the passenger compartment, and the high floor keeps students out of the impact zone. Combined port charging is standard with Level 2 rates up to 19.2 kW and DC Fast Charging rates up to 85 kW, allowing for full charging in less than three hours.
About GreenPower Motor Company, Inc.
GreenPower designs, builds and distributes a full suite of high-floor and low-floor all-electric medium and heavy-duty vehicles, including transit buses, school buses, shuttles, cargo vans and a cab and chassis. GreenPower employs a clean-sheet design to manufacture all-electric vehicles that are purpose-built to be battery powered with zero emissions while integrating global suppliers for key components. This OEM platform allows GreenPower to meet the specifications of various operators while providing standard parts for ease of maintenance and accessibility for warranty requirements. GreenPower was founded in Vancouver, Canada with primary operational facilities in southern California. Listed on the Toronto exchange since November 2015, GreenPower completed its U.S. IPO and NASDAQ listing in August 2020. For further information go to www.greenpowermotor.com.
An Orange Unified School District school bus in Southern California was involved in a crash with a SUV that resulted in hospitalization for the victims but they are expected to recover.
Michael L. Christensen, superintendent of Orange Unified School District (OUSD), released a statement saying that two students and the school bus driver were onboard Monday at the time of the incident and have been transported to local hospitals.
The Orange County Fire Authority responded to the scene of the incident and stated that there three adults and two children sustained injuries. They were all transported in stable but serious condition. The California Highway Patrol is investigating the cause of the crash.
“Our hearts go out to our students, the driver, and their loved ones during this challenging time,” said Christensen. “We are deeply grateful to the first responders for their quick response and support, and we are working with the California Highway Patrol on their investigation.
Farm Foundation’s Meet Your Farmer podcast featured A.G. Kawamura in season 1, episode 4.
A.G. is a third-generation farmer in Southern California and operates Orange County Produce with his brother. He served as California Secretary of Agriculture from 2003 to 2010. He is founding chair of Solutions for Urban Agriculture, which grows produce for area food banks. He is involved in many other organizations, including as founding co-chair of Solutions from the Land, and with Farm Foundation as a Roundtable Fellow since 2011, and currently serving on the Farm Foundation Board of Directors. He also serves on the board of Western Growers.
In this episode, A.G. discusses what it means to be a landless farmer, his work to solve food insecurity, and some of the dynamics of the fresh produce industry that are not widely known.
AUBURN, Calif. – InterMotive Vehicle Controls announced today a significant leadership change. Owners Greg and Linda Schafer have decided to step down from their President and CEO positions, passing the baton to current Senior Vice President Carl Wacker, who will assume the role of President effective January 1, 2025.
The Schafers founded InterMotive 28 years ago, guiding the company through substantial growth and success. Their decision to step down from their day-to-day roles marks the end of an era, but also the beginning of a new chapter both in InterMotive’s history and their own. The Schafers will be devoting attention to their family foundation and housing project geared toward people with intellectual disabilities, Lighthouse Living Foundation.
“Our goal is to build a 40-unit apartment community for adults with developmental disabilities in Reno, Nevada,” says Linda Schafer. “There’s a great need for communities like this across the country and currently there is nothing like it in the greater Reno area.”
Greg Schafer reminisces about InterMotive’s humble beginnings. “We started the company in our garage. I’m so proud of how it has evolved. Both Linda and I have full confidence in Carl and believe he is the right person to lead InterMotive into the future.”
Carl Wacker brings a wealth of automotive experience and a proven track record of success to his new role. Only a year at InterMotive and Wacker has demonstrated his skills in driving strategic initiatives and enhancing operational efficiency. His vision for the future aligns well with InterMotive’s values and long-term goals.
“I am deeply honored to take the wheel as President of InterMotive,” says Wacker. “Building on the strong foundation laid by Greg and Linda, we will continue to innovate, grow and deliver exceptional value to our customers.”
As part of the transition, Greg Schafer will adopt the CEO position and remain involved for support and guidance as Wacker takes on his new role. Both Greg and Linda will remain on InterMotive’s Board of Directors.
InterMotive Enterprises: is the parent company of InterMotive Vehicle Controls and LGS Group. InterMotive provides commercial safety and performance optimization products. Our plug and play electronic control systems leverage a vehicle’s own data networks to enhance its functions in new ways. We specialize in custom solutions for work truck, transit and paratransit, law enforcement, ambulance, fire truck, school bus, RV and personal-use mobility industries. To learn more, call 800-969-6080 or visit www.intermotive.net.
By Joel Jaeger, Katrina McLaughlin, Lori Bird and Karl Hausker Building a clean, reliable, cost-effective power grid will require many different types of energy. The bulk will come from solar and wind; but since these aren’t available 24/7, 365 days a year, they must be paired with a smaller amount of clean, “firm” power that’s always available when needed. …
Casiano Perez said the Theodore Roosevelt quote “Believe you can and you’re halfway there” is an empowering statement that resonates with him. The quote reminds him that self-belief is crucial.
“When you start your day believing in your abilities, you’re more likely to tackle challenges with a positive mindset,” he said. “On tough days, this quote reminds me that a significant part of overcoming challenges lies in your mindset. Believing in your ability to find solutions can help you stay resilient and push through difficulties, whether it’s dealing with traffic delays, mechanical issues, or other unforeseen problems. This self-belief can also motivate you to keep striving for excellence, knowing that your efforts are making a difference in the students’ daily lives.”
Each year, School Transportation News chooses 10 Rising Stars based on nominations submitted by school districts and companies around the industry. These individuals have shown exemplary commitment and dedication in the student transportation industry and continue to demonstrate innovation in their roles. This year’s Rising Stars are featured in the November magazine issue.
Prior to joining the student transportation industy, Perez worked a couple of years a router for a food service company. Following his time with the food service company, he served in various roles — coordinating transportation for students with disabilities, managing schedules, and ensuring that all transportation activities adhered to school policies and state regulations — for a nonpublic school, expanding his experience. This experience, he said, allowed him to gain a deeper understanding of the unique challenges and requirements of pupil transportation, particularly for students with disabilities.
In 2016, he joined the East San Gabriel Valley Special Education Local Plan Area (SELPA) as a transportation router. In this role, he designed and implemented efficient transportation routes for students with special needs. “My dedication and expertise quickly led to my promotion to transportation director, a position I have proudly held for the past five years,” he noted. “Throughout my career, I have consistently focused on improving transportation efficiency and ensuring the safety and well-being of students. My journey has been marked by continuous learning and a commitment to excellence in pupil transportation.”
His daily responsibilities as transportation director involve coordinating and managing various aspects of special education across 10 Local Educational Agencies (LEAs). Perez explained that he regularly communicates with the LEAs to ensure special education services are being delivered effectively. He also attends meetings with LEA representatives, parents, and other stakeholders to discuss student needs, program updates and compliance issues.
A significant part of his role, he said, includes overseeing the planning and optimization of over 120 special education transportation routes to ensure the safe and timely transport of approximately 1,000 special education students.
Other job duties include working with their transportation vendor, as he oversees the contract, and collaborating with bus drivers and transportation staff to address challenges.
“I ensure that Individualized Education Programs (IEPs) are being implemented correctly and that all documentation is up to date, while staying informed about state and federal regulations related to special education to ensure compliance,” he added, noting that attending student IEP meetings is a key part of my role.
It’s during these meetings that he provides input and support to ensure that the educational plans meet the students’ needs. Perez also coordinates the allocation of resources, such as specialized equipment and support staff, “to meet the diverse needs of students, and organize training sessions and professional development opportunities for school bus drivers and transportation support staff,” he noted.
In terms of crisis management, Perez said he address any immediate issues or emergencies that arise, whether related to student behavior, transportation, or other concerns, and maintains open lines of communication with parents to address their concerns and provide updates on their child’s progress. “Every day is different and that’s what keeps things interesting,” he said.
Focus on Safety, Efficiency
Scott Turner, executive director of East San Gabriel Valley SELPA, wrote in his nomination that Perez is an amazing leader, being instrumental in creating a close partnership with school bus contractor Durham School Services that focuses on high-quality service, safety and efficiency, overcoming barriers such as varying school district calendars, strict parameters on ride time, and serving primarily a moderate/severe population.
Casiano Perez looks to provide safe and efficient support of students with special needs.
“Mr. Perez has developed and maintained ongoing meetings of a safety committee, regular professional development, hands-on emergency planning and numerous processes and policies that have been instrumental in providing services to the ten school districts,” Turner added. “… Mr. Perez has been regularly recognized by parents, superintendents, special education directors, and his peers for his dedication to improving services for students with disabilities.”
Perez explained that he has expanded on several key projects during his time as director to enhance safety and efficiency. One of those focuses has been on staff training and development for school bus drivers. East San Gabriel Valley SELPA implemented a comprehensive student management training program that educates drivers on various disabilities they may encounter and how to effectively support those students while on the school bus.
“Additionally, we have dedicated significant time to emergency planning training to ensure that our drivers are well-prepared to respond to any emergencies, whether they occur inside or outside the school bus,” he added. “This holistic approach ensures that our drivers are equipped with the necessary skills and tools to handle a wide range of situations, ultimately providing a safer and more supportive environment for our students.”
A recent challenge amid school start-up was, you guessed it, the driver shortage. Perez said it continues to be a significant hurdle for not only their operations, but across the industry. To address it, he said, they worked to establish a strong partnership with Durham, which helps them maintain a steady pipeline of trained drivers.
Transportation staff also ensures that ongoing training and support are provided to the drivers to help them with the necessary skills and knowledge to successfully transport all students.
“Additionally, throughout the year, in collaboration with Durham, we participate in lunches on special occasions such as Love the Bus Month, School Bus Driver Week, Valentine’s Day, Cinco de Mayo, and other events to help keep morale high,” Perez added. “This proactive approach helps us mitigate the impact of driver shortages and maintain a high standard of service.”
Other initiatives to boost driver morale include regularly acknowledging and rewarding outstanding performance through awards and certificates, offering ongoing training and development programs to help drivers advance in their driving careers as well as maintaining open lines of communication between drivers and management, encouraging feedback and suggestions.
“These efforts help drivers feel valued, appreciated, and involved in decision-making processes,” he said.
Going Forward
Within the next five years he said he sees the East San Gabriel Valley SELPA continuing to transform to become more efficient, inclusive and environmentally friendly. Perez said his goal is to create a system where every student, regardless of their special needs, has access to safe and reliable transportation. To achieve this, the plan is to fully integrate technology in all aspects of their transportation operations. This, he said, will ensure safety and efficiency to optimize routes, reduce travel times and improve communication channels between the SELPA, parents, and the community, which is essential to ensure transparency and foster collaboration.
“Additionally, we are continuously upgrading our safety protocols and infrastructure to create a secure environment for all students,” he said. “These goals reflect our commitment to creating a supportive, innovative, and inclusive educational environment for all our students.”
In working with Durham, East San Gabriel Valley SELPA is committed to transitioning to a greener fleet by incorporating electric vehicles.
“I would also like to expand training programs for school bus drivers to include specialized training in handling the unique needs of our students, ensuring a compassionate and supportive environment,” he said of future projects. “Through these initiatives, I aim to create a transportation system that not only meets the logistical needs of our students but also supports their overall well-being and educational success.”
Above all, Perez said his favorite part of his job, is the opportunity to make a positive impact on students’ lives every day.
“Every day, I get to ensure that these students have a safe, comfortable, and enjoyable journey to and from school,” he said. “It’s incredibly rewarding to see their smiles and know that I’m contributing to their overall well-being and educational experience.”
Plus, he said, he enjoys the relationships that he’s built with the students and their families. “Understanding their unique needs and preferences allows me to provide personalized care and support, which can make a significant difference in their day,” he said. “The trust and appreciation from both the students and their parents are truly heartwarming and motivating.”
He explained that having close family members with special needs makes the work even more meaningful to him. “It drives me to do everything I can to be an advocate for these students, ensuring they receive the care and support they deserve,” he said.
Outside of work, he spends his time going to his children’s sporting activities. His oldest daughter plays club soccer, and his son plays baseball, which adds up to a busy weekend. When Perez does have free time, he and his wife enjoy bike riding and participating in local 5-10K charity runs. They are fans of the outdoors and enjoy camping or off-roading.
Reports suggest Trump’s team is pushing to eliminate the $7,500 federal EV tax credit.
California officially ended its Clean Vehicle Rebate program back in 2023.
Funding for California’s revised rebate program would come from the Greenhouse Gas Reduction Fund.
California Governor Gavin Newsom has announced that if President-elect Donald Trump moves forward with eliminating the federal EV tax credit, the state will revive its Clean Vehicle Rebate program to keep electric vehicles within reach for local buyers. Surprisingly, Tesla, the state’s dominant EV player, appears to be excluded from the rebates. As expected, this decision has already sparked backlash from Elon Musk.
The Clean Vehicle Program was phased out in 2023, but during its operation, it funded over 594,000 vehicles and saved more than 456 million gallons of fuel. It provided up to $7,500 for ZEV purchases and issued over 66,000 rebates to low-income consumers, totaling more than $354 million. Of the rebates provided, 71% were for BEVs, 26% for PHEVs, and 3% for FCEVs and zero-emission motorcycles.
“Consumers continue to prove the skeptics wrong – zero-emission vehicles are here to stay,” Newsom said. “We will intervene if the Trump Administration eliminates the federal tax credit, doubling down on our commitment to clean air and green jobs in California. We’re not turning back on a clean transportation future — we’re going to make it more affordable for people to drive vehicles that don’t pollute.”
While Newsom did not elaborate on the specifics of the revived rebate program, his office stated it would focus on fostering “innovation and competition” in the ZEV market. The program is expected to be funded by the Greenhouse Gas Reduction Fund, though details remain sparse as negotiations with the state legislature are ongoing.
One surprising element of the proposed program is Tesla’s exclusion. Speaking with Bloomberg, the governor’s office said that the rebates would include market-share limitations designed to “create market conditions for more of these carmakers to take root.” In other words, Tesla—California’s EV darling—wouldn’t qualify for the incentives, a move that has already drawn ire from Elon Musk.
Musk quickly took to his social media channel X to criticize the decision, calling it “insane” given that “Tesla is the only company who manufacturers their EVs in California.” The proposal’s final details remain fluid, but the exclusion of Tesla could symbolize a political jab at Musk, who has aligned himself closely with Trump in recent months.
Even though Tesla is the only company who manufactures their EVs in California!
California has long been the leading US state in ZEV sales. During the third quarter of 2024, 115,897 ZEVs were sold across the state, representing a 26.4% share of all new vehicles sold.
President-elect Donald Trump has yet to confirm whether he will eliminate the $7,500 federal EV tax credit, though his transition team reportedly favors scrapping the subsidy. In a move many see as strategic, Musk has publicly supported eliminating the credit, having argued previously that it will hurt Tesla’s competition more than Tesla itself.
When asked by Reuters in August about his plans for the EV tax credit, Trump said, “I’m not making any final decisions on it. I’m a big fan of electric cars, but I’m a fan of gasoline-propelled cars, and also hybrids and whatever else happens to come along.”
SAN BERNARDINO, Calif. – Durham School Services, a student transportation leader dedicated to giving back to their communities, has donated three buses to the All-American Boys Chorus to transport the choir and their equipment to concerts, field trips, and other activities. The buses will be delivered in the coming weeks just in time for the holiday concert season.
These buses were donated as part of Durham’s community outreach program, Partners Beyond the Bus. The program aims to become a partner of the community beyond its main role of transporting students to and from school safely, reliably, and on time. Our San Bernardino team has served the community for over a decade and looks forward to continuing to support the community.
“Surprising as it may sound, having a bus has been a core element of the All-American Boys Chorus’ identity for decades,” said Aaron Cassaro, CEO, All-American Boys Chorus. “Traveling together on a bus is an incredible experience that allows for bonding and building camaraderie, as well as simple efficiency. This incredibly generous bus donation will allow us to keep that tradition alive, as we use these vehicles to transport members to concert performances throughout southern California, as well as to our summer camp, Leadership Summit, and several other events throughout the year. Everyone here at the All-American Boys Chorus could not be more grateful to Durham School Services for helping to keep this dream alive and thriving!”
“The All-American Boys Chorus is an admirable organization that nurtures character, confidence, and talent through music while also helping each child develop and find their individuality and voice. This is why it is a great feeling to know that these three donated buses will have a hand in creating unforgettable bonds, new memories, and experiences for the members of the chorus while they travel together to their concerts and events,” said Tim Wertner, CEO, Student Transportation Division in North America, National Express. “The dedication of our teams to uplift and positively impact the communities in which they serve is unmatched. I am proud and lucky to be part of a team and Company that values and prioritizes giving back to their communities.”
About Durham School Services: As an industry-leading student transportation provider, Durham School Services is dedicated to the safety of our students and People. For more than 100 years, we have been committed to Excellence and upholding our mission of getting students to school safely, on time, and ready to learn. Through this mission and a grassroots approach to our operations, Durham School Services has earned recognition as a trusted transportation provider among our Customers and the Communities we serve.
About All American Boys Chorus: The All-American Boys Chorus, America’s quintessential professional boys chorus, has delighted audiences worldwide for over fifty years. Based in Santa Ana, California, the Chorus is comprised of over 100 boys ages 8–15 drawn from throughout Southern California. Under the leadership of Artistic Director Wesley Martin, a veteran of Hungary’s renowned Kodaly Institute, the Chorus provides boys with comprehensive musical training and unsurpassed performance and touring opportunities.
This article is a paid promotion and the Energy News Network is not responsible for its contents.
Reliable hot water is critical for restaurants for preparing food and washing dishes and equipment, as well as hand washing.
However, water heating is one of the biggest energy users in restaurants. Heating water for restaurant use accounts for 16% of all commercial gas usage in California. Food service buildings are among the highest intensive energy users on a per-square-foot basis, largely because of their hot water usage. Foodservice operations may soon feel the pressure to electrify. The California Air Resources Board is analyzing proposed zero-emission GHG standards for new space and water heaters. It is currently planned for consideration in 2025 with any implementation beginning in 2030, and would only be applicable to the purchase of new equipment
Doing so will be difficult, particularly for existing restaurants. Many food service operations, especially small and independent businesses, do not have the space for the size of a storage tank that would be required for a heat pump water heater. Restaurants in California, as with most states, are legally required to have sufficient hot water to meet all these demands under peak conditions.
In response to these challenges, an emerging technology, the heat pump-assisted water heater, is gaining traction. It is designed to meet this existing gap between what the market needs and the cost and challenges of installing available heat pump water heaters. It is geared to meet the needs of existing food service businesses that want to be able to transition to a heat pump while still retaining the benefits of their current water heating system.
With funding from CalNEXT — California’s statewide emerging technology initiative — the TRC Advanced Energy team recently published a report, “Market Potential for Heat Pump Assisted Hot Water Systems in Foodservice Facilities.” This report, which TRC Advanced Energy developed with research support from Frontier Energy and Energy Solutions, assesses the benefits and challenges of adopting heat pump-assisted water heater technology for a range of food service establishments.
“Heat pump-assisted water heaters are a solution that we have available today,” said Amin Delagah, Associate Director of Research and Consulting for TRC Advanced Energy, an environmental services provider. “Heat pump water heater adoption rates in restaurants are still very low due to a lack of familiarity, space and electrical capacity requirements and primarily, the health department water heater sizing regulatory barrier, but the heat pump assist concept is a solution that we can move forward today to overcome these barriers.”
The heat pump-assisted water heater, as its name suggests, is designed to operate in series with an existing water heater, which makes it attractive for restaurants that do not want to overhaul their current system completely. During down times for the business, the existing heater would maintain the recirculation temperature of already heated water in its system. During off hours, the heat pump-assisted water heater would produce sufficient hot water to restock the system. Because the existing heater is already large enough to meet food service needs during business hours, the heat pump-assisted water heater system can be built to fit the available space, even if it is undersized.
The benefits of using a heat pump-assisted water heater are similar to those of a heat pump: improved energy efficiency and possibly lower long-term energy costs, although cost issues largely depend on the type of system being replaced. Natural gas fuel, which is used by 90 percent of food service operations for water heating, is currently cheaper than electricity in most of California.
Heat pump systems also provide cooling as a byproduct, which could be useful to counteract kitchen heat.
Heat pump-assisted water heaters are designed to address the big disadvantage of heat pump water heaters for restaurants — the longer time needed to heat the water from cold. One workaround is a much larger tank, but floor space is typically at a premium in restaurants, making this workaround unappealing for many food service operations. For a heat pump water heater to meet health department requirements, it would need a much bigger tank than its gas-fired counterpart (because the gas-fired water heater can heat water faster).
Heat pump-assisted water heaters may also be cheaper to install than a conventional, retrofitted heat pump water heater system, and the heat pump-assisted water heater does not need to meet these sizing regulations because the legacy water heater still functions as a backup system. At this point, the technology is still emerging and has not been installed commercially, but the authors estimate that initial costs for the heat pump water heater that acts as the assist, including installation, could range between $6,000 to $20,000. This amount, while significant, is still much cheaper than what it could cost a full-service restaurant to install a heat pump water heater capable of meeting water demands, which could well exceed $100,000.
“The costs for heat pump assisted heat pumps are largely driven by the electrical work and the space required, and there may be incentives available to offset these,” Delagah said.
Another benefit is that because the heat pump-assisted water heater is a backup system, it does not require health department approval, making the process simpler.
Both heat pump water heaters and heat pump-assisted water heaters also have the additional operational benefit of being able to benefit from time-of-use rates and the additional cooling they could provide for kitchens.
“This year in October, it was 95 degrees in the Bay Area,” Delagah said. “There are new California OSHA rules on the books for indoor temperatures — if your facilities are over an 82°F temperature indoors, you have to provide cooling centers for employees. That’s becoming an emerging concern for restaurants to meet a new heat illness standard.”
On the downside, the higher upfront costs will likely still be a significant barrier to the adoption of heat pump-assisted water heaters, even if they are relatively less expensive than heat pump water heaters.
One big hurdle is that health departments, by and large, are not familiar with the technology — and may be more resistant to its approval. The relatively high price of electricity in California, compared with gas, may be another barrier.
Yet regulations and the need to decarbonize are moving closer, with California’s 2030 deadlines for reducing its overall greenhouse gas emissions by 40%, in comparison with 1990 levels. Restaurants are well positioned to be the public face of doing their part.
“This is great equipment for restaurants that are thinking about positioning themselves for where things are going in terms of air quality regulations,” Delagah said. “If you’re a chain restaurant, you should probably be trying this out, kicking the tires a bit, and preparing for what your solution is going to be when there is a mandate.”
To learn more about this project, read the report on the CalNEXT website, calnext.com
About CalNEXT: CalNEXT is a statewide initiative to identify, test, and grow electric technologies and delivery methods to support California’s decarbonized future. CalNEXT is funded by the ratepayers of California investor-owned utilities and provides a means for studying emerging technologies and energy-efficiency innovations that have the potential to save energy via utility programs and/or market support.
Article written by Emily Pickrell, Energy Solutions
EV and hybrid sales are rising in the state, while plug-in hybrid registrations show little movement this year.
California is projected to register 1.75 million light vehicles in 2023, slightly down from last year’s total.
Nearly 40% of new cars sold in California are electrified, reflecting growing interest in alternative powertrains statewide.
California has long been a hotbed for electric vehicles in the USA, and through the first nine months of this year, EVs accounted for 22.2% of all new vehicle sales across the state, according to the California New Car Dealers Association (CNCDA). While this represents only a modest increase from the EV share reported over the same period last year, it’s significantly more than the 9.1% share they had in 2021.
Between January and September, 1,320,708 new light vehicles (across all powertrains) were registered across the Golden State. This marks a 1.7% decline from the same period in 2021, with 362,881 cars (down 13.1%) and 957,827 light trucks (up 3.4%). By the end of the year, 1.75 million new vehicles are expected to be registered in California—a slight drop from the 1.77 million delivered last year and a considerable decline from pre-COVID years, when annual sales between 2015 and 2019 consistently hit or exceeded 1.89 million units.
What’s particularly interesting is the proportion of recent sales that have been for BEVs and hybrids. Sales of BEVs have jumped to 293,109 units, or a 22.2% share of the market year-to-date, slightly higher than the 21.5% share they had through all of 2023. The proportion of traditional hybrid vehicles sold this year has also risen, with 182,469 being registered to new homes. Hybrids now accounted for 13.8% of the total market.
In contrast, plug-in hybrid sales are lagging behind BEVs and standard hybrids. Only 45,244 units were sold in the first nine months of the year, holding steady at a 3.4% market share—the same as their share through all of 2023.
Gasoline-powered vehicles remain by far the most popular powertrain choice in California. Of all the new light vehicles sold in the state this year, 58.3% have gas engines. BEVs are the next most popular at 22.2%, followed by hybrids at 13.8%, plug-in hybrids at 3.4%, and diesel-powered ICE models at 2.3%. Altogether, the combined market share of BEVs, hybrids, PHEVs, and fuel cell vehicles has reached 39.4%.
The best selling EVs
When it comes to BEV dominance, Tesla remains the undisputed heavyweight champion in California. According to CNCDA data, the Tesla Model Y towers over the competition with a staggering 105,693 new registrations from January to September this year, making it the state’s best-selling BEV by a margin that’s almost embarrassing for its rivals. Its smaller sibling, the Tesla Model 3, comes in second with 34,219 units, while the Hyundai Ioniq 5—an up-and-comer in the EV space—takes a distant third with just 11,711 units sold. If the Model Y was a politician, it’d be running unopposed.
However, Tesla’s overall performance in California tells a more nuanced story. The company’s EV market share in the state has slipped by 8.5% compared to last year, marking a full 12 months of incremental declines, according to CNCDA. And while Tesla may still own the lion’s share of the BEV segment, the competition is sharpening its claws. Brands like Kia, BMW, and Hyundai are quietly but consistently chipping away, each posting year-to-date EV market share gains of 1.4%, 1.3%, and 1.3%, respectively.
Toyota the overall leader, Tesla second
Looking beyond BEVs to the broader automotive landscape in California, Toyota comfortably claims the top spot across all powertrains with 215,402 registrations so far this year, holding a commanding 16.3% market share. Tesla settles for second place with a 12.1% share, while Honda rounds out the top three, capturing 10.9% of the market.
SAN DIEGO, Calif.- Netradyne, an industry-leading SaaS provider of artificial intelligence (AI) and edge computing, today introduces its cutting-edge Driver Drowsiness with Driver Monitoring System (DMS) Sensor. This revolutionary technology outperforms industry standards in detecting and addressing drowsy driving. Building on years of sleep research and a vast dataset, Netradyne’s third-generation drowsiness detection technology can now identify early-stage drowsiness. Unlike existing solutions that only detect severe or acute drowsiness, the company’s technology enables proactive intervention, significantly reducing the risk of collisions. This innovation comes just ahead of the National Drowsy Driving Prevention Week, November 3-9. The company’s industry-leading accuracy provides drivers with precision alerts in real-time, so they are empowered to prevent collisions. With this solution, fleets can:
● Save lives
● Mitigate risk and improve road safety
● Reduce liability and litigation costs and see an ROI faster
A lack of sleep can cause microsleeps, usually lasting four to five seconds. According to the NHTSA, vehicles running 55 miles per hour can travel 100 yards before drivers wake from their microsleep. The impact of this issue is grave, with data from the Governors Highway Safety Association (GHSA) indicating that 10-20% of severe collisions are due to driver drowsiness. Legacy drowsy detection systems have attempted to address this silent killer with a narrow view of drowsiness and decreased performance when it counts in low light at night.
The sensor works to detect both early and late stages of drowsiness as defined in research in academic literature. This allows us to provide early warning to drivers and predict future acute drowsiness. In addition, the sensor is sensitive to work under low light at night and can detect drowsiness even if the driver is wearing sunglasses.
This solution enables timely and precise alerts by accurately detecting subtle micro-behaviors indicative of drowsiness like microsleeps (eye closures), blink measurements, and percentage of eye closure over time (PERCLOS) that can objectively detect the onset of drowsiness. Additionally, its ability to discern varying levels of drowsiness allows for more tailored and urgent responses. Optimized installation placement and seamless integration with the Driver•i system, complete with multi-camera views, contribute to a comprehensive and reliable driver monitoring solution.
“Despite 95% of Americans recognizing the danger of drowsy driving, a majority still engage in this risky behavior, according to National Sleep Foundation (NSF) data. The risk is compounded for those whose livelihoods depend on driving,” said Adam Kahn, President at Netradyne. “We put drivers first, so we had to get this right by developing a precise sensor to avoid false alerts without compromising drivers’ road safety. Unlike other offerings on the market that come with subjectivity, Netradyne’s DMS Sensor is grounded in science that’s objective and measurable. Our comprehensive solution will give drivers and safety managers peace of mind that drowsy driving incidents will be prevented.”
In addition to in-cab views, the solutions utilize outward-facing cameras to assess road behaviors like lane departure that may contribute to detecting drowsiness, providing a holistic view and situational context. Using the data gathered, managers can better understand drowsy driving behavior patterns, helping inform and focus coaching sessions and develop adjusted schedules based on data, alleviating the potential for risky situations.
Progressive drowsy detection empowers managers to intervene effectively. Advanced drowsy driving detection offers early warnings to drivers, enabling them to take immediate steps to prevent accidents and promote road safety.
This Driver Drowsiness with DMS Sensor solution is available in the U.S. on a limited basis, as an add-on with Netradyne’s D-450. For more information, visit www.netradyne.com.
About Netradyne, Inc.: Founded in 2015, Netradyne is an industry-leading fleet safety enterprise software company with over 800 employees worldwide. HQ in San Diego, CA, and with offices in San Francisco, CA, and Bangalore, India, Netradyne is trusted by thousands of commercial fleets of all sizes and vehicle types worldwide. Netradyne’s flagship product, Driver•i, delivers the industry’s most advanced AI-powered HD video safety technology. Driver•i recognizes risky and good driving behaviors by analyzing every minute of drive time with up to 99% accuracy. Netradyne is on the Forbes AI50 list, Forbes America’s Best Startup Employers list, Gold Stevie Award for Transportation Product of the Year, API:WORLD Best Automotive API, and HDT Best Product award.
A new study on behalf of Milliken has identified the top U.S. states for sustainable energy production. The rapid rise of the sustainable energy sector worldwide has been one of the most important technological and economic stories of recent years. Continued urgency to mitigate the impact of climate change has spurred governments and companies to speed the transition …
This article was originally published by CalMatters.
At New Century Motorcycles in Alhambra, a handful of electric motorcycles are relegated to the back of the store, tucked behind the dirt bikes. The store sells one a month, at most, a salesperson said.
Motorcyclists have long loved their noisy, gas-powered machines that allow them to ride long distances on highways and remote roads with few fueling stops.
The regulations would impose a credit system for manufacturers so that 10% of motorcycles sold in California would be zero-emissions in 2028 and 50% in 2035, according to the state Air Resources Board. At the same time, a tighter standard for new gas-powered motorcycles would ratchet down their emissions for the first time in more than 25 years.
Under the proposed rules, more than 280,000 new electric or hydrogen motorcycles would be sold in California by 2045 — about eight times more than the total on its roads now. Electric motorcycles make up only 1% of current motorcycle sales.
The state Air Resources Board will vote on the proposed rules on Nov. 7 after a public hearing.
Motorcycles are more often used for recreation than for daily commutes, and they collectively emit far less pollution than gasoline-powered cars and diesel trucks. But a mile driven in a gas-powered motorcycle emits far more pollutants than a mile in a new gas-powered car — for the reactive gases that form smog, it’s a whopping 20 times more per mile, according to the air board.
In a state with the worst smog in the nation and unsafe levels of dangerous fine particles, air-quality officials say no source can be left unregulated: All vehicles powered by fossil fuels need to be cleaned up and transitioned to zero-emissions.
Several gas-powered motorcycles are parked in a motorcycle-only area in Venice. Photo by Jules Hotz for CalMatters
State officials hope more motorcyclists will be interested in the benefits that battery-powered motorcycles have to offer: low fueling costs and less maintenance.
But many motorcyclists point out California’s inadequate network of public charging stations and the limited range of electric models that are unsuitable for long-distance rides. They worry that the rule will limit the bikes they can choose in the future. Others say it could fill an untapped market for urban motorcyclists interested in fast bikes for short commutes.
“There is no infrastructure for electric vehicles,” Michael DiPiero of the American Brotherhood Aimed Towards Education of California, which represents motorcyclists, said in written comments to the air board. “We cannot support the needs we currently have for electricity as it is.”
Rob Smith, a motorcyclist from Santa Monica, owns an electric car and considers himself an environmentalist. But he’s not ready to switch to electric motorcycles — and he doesn’t think most motorcyclists are, either. They’re expensive, silent and have top ranges of about 100 miles.
“I do think it’s the future, I just don’t know about that timeline,” Smith said of the Air Resources Board’s proposal. “This is going to just hit a niche. Can you get to 50% with just that niche?”
Rob Smith, who rides a gas-powered Ducati motorcycle, said he owns an electric car but won’t buy an electric motorcycle yet because of their limited range. Photo by Jules Hotz for CalMatters
Harley Davidson and the Motorcycle Industry Council, a group that represents manufacturers, didn’t respond to a request for comment about the proposed rules.
State officials said the regulation strikes a balance by moving toward electrification of motorcycles and catching up with European standards for gas-powered motorcycles yet still allowing California consumers to have a range of choices.
“We realized we couldn’t push to 100% because there will probably be some circumstances where zero-emission motorcycles won’t have access to infrastructure to plug up their bikes,” said Annette Hèbert, the air board’s deputy executive officer who oversees mobile source rules at its Southern California office.
Motorcycles make up less than half of 1% all vehicle miles traveled in California. But even though they’re a “very small part of the state’s overall transportation sector,” they contribute an “outsized portion of smog-forming pollutants,” air board officials said.
“Motorcycles (emissions) may look small when taken by themselves, but when you consider the additive effect to all those other small sources together, you can see why we’ve got to hit every little piece,” Hèbert said.
If California is to finally have healthy air as well as make progress in combating climate change, “we need to have this paradigm shift, because that’s the only way we’re going to get there,” she said.
Tons of air pollution would be eliminated
Californians breathe some of the nation’s unhealthiest air and vehicles account for the majority of that pollution. The Los Angeles basin has for decades topped the list of cities with the worst ozone, a key ingredient of smog, according to the American Lung Association. Ozone and particle pollution can trigger asthma and heart attacks, as well as other diseases.
The motorcycle regulation would lead to an estimated $649 million in savings from reduced mortality and avoided hospitalizations and illnesses associated with motorcycle emissions, according to the Air Resources Board.
By 2045, the rules are expected to eliminate about 20,000 tons of reactive gases and nitrogen oxides that form smog, and 33 tons of fine particulate matter. That would be about half of the emissions from all California motorcycles.
California is proposing a tiered credit system for manufacturers. Companies that produce high speed, freeway-capable motorcycles with large battery capacities — those that typically produce the most emissions — will get the most credits. Low-speed bikes with low range will get the least.
Companies comply with the rule by producing zero-emission motorcycles for credits or trading their credits with other companies. A manufacturer, for instance, could comply with its 50% target by making and selling 25% electric motorcycles and then purchasing credits for the remaining 25% from an all-electric motorcycle company. Manufacturers would also get bonus credits for producing and selling zero-emission bikes before 2029.
Additionally, starting with 2029 models,the regulation will require new gas-powered motorcycles to follow more stringent European Union standards for exhaust emissions and use better on-board engine diagnostic equipment to detect faults in their emissions systems.
First: A LiveWire electric motorcycle. Last: The charging port of a LiveWire electric motorcycle in the showroom of Bartels’ Harley-Davidson in Marina del Rey. Photos by Jules Hotz for CalMatters
Several manufacturers, including Harley Davison, Ducati and Kawasaki, already make electric bikes, and some companies, like Zero and Verge, build exclusively electric bikes.Energica, an electric bike startup, recently filed for bankruptcy due to increased costs and supply issues.
An electric motorcycle purchased in 2020 cost on average $5,365 more than a gas-powered one. State officials estimated an electric bike would save $215 annually in fuel and maintenance costs.
State officials said electric motorcycles may also appeal to low income motorcyclists who live in apartments and find charging an electric car near their residence more difficult. Less expensive electric motorcycles may be small enough to take inside apartments to charge or come with removable batteries that can be charged overnight.
But officials stressed that the regulation’s intent isn’t to convert car drivers to motorcyclists. Instead, it’s an added option for motorcyclists looking for a more cost effective mode of transportation.
Are electric motorcycles ready for prime time?
At a Harley Davidson dealer in Marina Del Rey, Live Wire brand electric motorcycles are visible as soon as customers enter the showroom. The dealer sells two or three electric Live Wire motorcycles monthly, said Justin Fraiser, a sales representative at the dealer.
“There are a lot of people in the Harley world stuck on combustion engines,” Fraiser said. But he’s not one of them. “It’s the evolution of things. Eventually, it’s gonna happen.”
Smith, the motorcyclist from Santa Monica, said he thinks electric motorcycles are the future, but they’re not quite ready for “prime time.”
Smith said California has been a leader in climate solutions “for good reason.” He said he cares about reducing emissions and protecting the environment. He is a partner in a venture capital firm that invests in startups that make electric bikes.
But he prefers his “loud and obnoxious” Ducati motorcycle for its better range (up to 200 miles) and for safety reasons — car drivers can hear him coming behind them.
Smith said the state should focus on cutting emissions from new motorcycles with internal combustion engines and was pleased to hear that was part of the regulation.
Karen Butterfield, a motorcyclist from San Diego, agreed that, for her, an electric motorcycle won’t work.
She’s a member of the Southern California Motorcycling Association, which gathers for long-distance trips, from Mexico to Canada and throughout the U.S. They ride for hundreds of miles without stopping, something that an electric one couldn’t do with existing charging network problems.
But she said there’s a massive untapped market in young riders because she thinks electric motorcycles are generally easier to use.
“I think it’s a good thing for motorcycling in the sense that a smaller electric bike would help people get into motorcycling,” she said. “The generations that are coming seem to be more environmentally conscious too, which is a good thing. I think there’s a market there, they just need to find it.”
The charging port of a LiveWire electric motorcycle in a showroom in Marina del Rey. Photo by Jules Hotz for CalMatters
Adrian Martinez, an attorney for climate advocate Earthjustice, said the organization supports the proposal, but called it conservative. The group was pushing for 100% electric motorcycles in a similar timeline.
“California has such dramatic air pollution problems that we’ve realized that we aren’t in a position to pick and choose,” Martinez said. “We basically need to get to zero emissions everywhere feasible.”
But some motorcyclists believe that mandating electric motorcycle technology isn’t necessary for a vehicle that produces relatively small emissions compared to other vehicles. People ride motorcycles as a hobby, to socialize with other motorcyclists and ride in the mountains or other remote areas.
Some people ride motorcycles as their main form of transportation, and electric motorcycles may appeal to those folks, but it’s a small percentage, said Chris Real, president of DPS Technical, a technical services company for motorcyclists.
Real said he thinks the regulation “won’t move the needle at all” in reducing emissions because most motorcyclists don’t put many miles on their bikes.
“Some consumers will adopt it, and some consumers won’t,” he said. “So very regional consumers, urban consumers that only ride you 20 or 30 miles, it won’t impact them at all. But for somebody that has to make a 100 mile commute or something, that’s not going to be viable.”
LOS ANGELES, Calif.- GreenPower Motor Company Inc. (NASDAQ: GP) (TSXV: GPV) (“GreenPower”), a leading manufacturer and distributor of purpose-built, all-electric, zero-emission medium and heavy-duty vehicles serving the cargo and delivery market, shuttle and transit space and school bus sector, today announced it has undertaken a process of selling its tradable emissions compliance credits earned under various regulations related to zero-emission vehicles (ZEVs), greenhouse gas (GHG) emissions, fuel consumption, renewable energy and clean fuels.
“Through the manufacturing and sale of GreenPower’s all-electric, purpose-built, zero-emission commercial trucks, passenger vehicles and school buses, we have generated hundreds of tradable credits and will continue to generate significant numbers of tradable credits” said GreenPower CEO Fraser Atkinson. “We are in discussions with a number of traditional OEM manufacturers and have also engaged veteran brokerage firm, Kardos & Associates LLC, to assist us in selling our credits, which if a sale is completed, based on Tesla’s success in trading credits, could generate significant potential revenue for GreenPower. Given the increasingly more stringent emissions standards being implemented by state and federal regulators, the demand for credits is increasing and GreenPower is positioned to benefit by supplying traditional OEMs with the credits needed to ensure compliance with the regulations.”
California’s Advanced Clean Truck (ACT) regulation, EPA’s Phase 3 GHG regulation, NHTSA’s Fuel Consumption Credit program, and other state-level mandates each include credit trading programs that provide manufacturers enhanced compliance flexibility and the opportunity for reduced compliance costs through the acquisition of credits. Through these programs, manufacturers have the opportunity to earn credits by exceeding the emissions standard specified in the regulations. Once generated, the credits can either be used to offset internal deficits or traded to other manufacturers. Being a manufacturer of all-electric trucks, GreenPower has no internal deficits and is thus positioned to trade every credit it generates. Entities interested in participating in GreenPower’s process of selling the tradable credits can contact Fraser Atkinson at fraser@greenpowermotor.com.
About GreenPower Motor Company, Inc.
GreenPower designs, builds and distributes a full suite of high-floor and low-floor all-electric medium and heavy-duty vehicles, including transit buses, school buses, shuttles, cargo vans and a cab and chassis. GreenPower employs a clean-sheet design to manufacture all-electric vehicles that are purpose-built to be battery powered with zero emissions while integrating global suppliers for key components. This OEM platform allows GreenPower to meet the specifications of various operators while providing standard parts for ease of maintenance and accessibility for warranty requirements. GreenPower was founded in Vancouver, Canada with primary operational facilities in southern California. Listed on the Toronto exchange since November 2015, GreenPower completed its U.S. IPO and NASDAQ listing in August 2020. For further information go to www.greenpowermotor.com.
REDWOOD CITY, Calif., — Zūm, the leader in modern student transportation, is recognizing National School Bus Safety Week (Oct. 21-25) with several initiatives and new features that emphasize its mission to provide safe, reliable rides to and from school.
Zum’s 360-degree approach to safety ensures student safety and well-being is the top priority before, during and after every ride. Its first-of-its-kind safety tools include SafeGuard, Zum’s vehicle safety technology and driver training/certification program; and a new, tech-enabled communication tool that sends important messages to drivers in real-time.
“No parent should have to worry about whether or not their child made it to and from school safely when riding the school bus each day,” said Ritu Narayan, CEO and founder at Zum. “Zum’s technology is built to provide transparency for parents and schools, making the bus ride safer, more reliable and more equitable. Through our groundbreaking technology and driver training programs, we are proud to be raising the bar and influencing new safety standards and conversations in the industry.”
School bus safety is a pressing issue for parents: In Zum’s 2024 Student Transportation Report Card, an annual commissioned survey that examines parents’ views of the school bus system, the vast majority of respondents felt the school bus system in America could improve (84%). When asked to name their biggest concern about their child while riding the school bus, the majority of parents said safety.
Ways Zum is Keeping Children Safe on the School Bus:
• Tech-enabled driver communication tools (NEW) – Traditionally, dispatchers have communicated with school bus drivers via radio. With Zum’s new communication system, operations staff can send important information to individual or multiple drivers via Zum’s advanced tech platform – whether it’s about a road closure, early dismissal, student updates or anything else they need to know to ensure everyone’s safety on the bus. Messages are never sent while drivers are in the middle of their routes and are received via the driver tablet.
Unlike radio communication, this tool enables all drivers to receive the same information simultaneously. The delivery of these messages is integrated into a driver’s daily workflow via the driver tablet, and administrators can track when drivers received them. This feature is now being implemented in Zum’s partner school districts nationwide.
• Industry-leading safety technology for drivers and families – Zum’s vehicle safety technology requires all drivers to adhere to specific safety protocols while picking up or dropping off students and while driving. This includes a pre-trip and post-trip Daily Vehicle Inspection Report (DVIR). Drivers are also equipped with a GPS-enabled tablet that provides real-time route updates, personalized information on every student’s needs and easy-to-use incident reporting capabilities.
For families, the Zum App allows parents to see a profile of their child’s driver, along with real-time information about vehicle location and their child’s pickup or dropoff status. These enhanced features are built to keep students safe from the moment they get on the bus until they are back home again.
• Qualification and certification of skilled drivers – Zum’s innovative driver training curriculum exceeds county and state requirements. During Zum’s qualification process, drivers go through an extensive background check and a comprehensive driving test. Once verified with Zum, drivers participate in a multi-module training course, which Zum developed in partnership with industry-leading safety experts as well as its in-house team of state-certified trainers.
Zum has added specialized modules focused on behavioral science, response and de-escalation tactics and effective communication with parents and school districts. These courses are geared toward creating a safe and respectful environment on the school bus and better equip Zum drivers with a variety of skills and methods to provide personalized care, emergency response and increased transparency between the drivers, parents and school district staff.
• Driver curriculum to ensure safer rides for students with disabilities – By partnering with SPED Safe, Zum offers specialized training programs to enhance safe environments for all students, especially individuals with disabilities. More than 7 million children across America have disabilities, and, for many, school transportation provides their only access to education. Through SPED Safe’s decades-long work in the special education field, they have designed a curriculum that prepares Zum drivers to understand the unique nature, needs and characteristics of each student’s disability.
Curriculum encompasses behavioral science, reinforcement strategies, an overview of the Individuals with Disabilities Education Act (IDEA), the importance of structure and routine, de-escalation tactics and effective communicating/reporting. This helps drivers to better understand how to provide more personalized care and ensure transparency, a critical component of Zum’s model.
Additionally, Zum will recognize National School Bus Safety Week by holding events at Zum bus yards nationwide.
To learn more about how Zum is working with thousands of schools across the nation to modernize student transportation, please visit Zum’s website.
About Zūm:
Zum is a modern transportation solution transforming school transportation, the largest mass transit system in the U.S. Today, the company provides turnkey modern transportation solutions to school districts in California, Colorado, Connecticut, Illinois, Maryland, Massachusetts, Missouri, Nebraska, Pennsylvania, Tennessee, Texas, Washington, Utah, and Virginia, and is expanding rapidly nationwide. Recognized globally for its innovative transportation and energy as a service platform, Zum has been featured among Fast Company’s World Changing Ideas, CNBC Disruptor 50, CNBC Changemakers, World Economic Forum and Financial Times’ Fastest Growing Companies. Learn more about Zum at www.ridezum.com.
CAMPBELL, Calif. —ChargePoint (NYSE: CHPT), a leading provider of networked charging solutions for electric vehicles (EVs), today announced the availability of a low-cost charging solution to enable more fleets to go electric. Priced at $699, the Level 2 charger lowers the barrier to entry for fleet electrification, while still enabling access to one of the world’s most advanced fleet and telematics software platforms. ChargePoint’s suite of products enable a seamless charging experience for fleet operators and drivers, is estimated to lower total cost of ownership, and helps fleets meet their emissions reduction goals.
Flexible and affordable, ChargePoint’s CPF50, enables those who are considering electric vehicles for their fleet to affordably procure and install charging while maximizing the benefits of going electric. Fleet operators are able to optimize their total cost of ownership (TCO) by bundling ChargePoint’s fleet management software which includes real time-visibility of vehicle readiness, power usage and station status; energy management tools to maximize fuel savings; control station access; and simplify complexity and station management with ease using an all-in-one solution. Multiple CPF50s can be managed from the platform, enabling power sharing via the cloud to reduce charging costs and optimize battery health, and can be configured with either J1772 or NACS connectors to meet any fleet’s needs, regardless of vehicle or connector type.
“ChargePoint has always been committed to making it easy for everyone to go electric, whether they be a driver, a business, or a fleet,” said Rick Wilmer, CEO of ChargePoint. “With our lowest cost charger for commercial vehicles we have a solution that makes charging more accessible for small businesses who want to electrify their fleet, or for large fleets that are focused on reducing total cost of ownership. We’re making the hardware more affordable, and when combined with our powerful fleet software platform, the offering can meet the charging needs of fleets of all sizes to optimize their savings.”
Fleets are going electric to maximize cost savings, whilst simultaneously meeting sustainability goals by lowering their emissions. Transportation represents the largest contributor of direct greenhouse gas (GHG) emissions in the U.S., responsible for nearly 30% of total direct GHG emissions. Broader deployment of zero emissions vehicles likes commercial trucks will play a key role in meeting federal emissions reductions targets. Fleet operators need the right tools to optimize these mixed fuel fleets and prepare for a majority-electric future.
Commercial electric vehicles have long been in development but are only now beginning to arrive in volume. New vehicles across the spectrum of light, medium, and heavy-duty trucks and vans are ramping up production in North America and Europe, enabling many fleets to finally realize the benefits of electrification.
In the realm of heavy-duty vehicles, ChargePoint expects Megawatt charging will reshape the feasibility of electrified long-haul transport. Chargers capable of delivering energy up to 20 times the speed of existing DC chargers for passenger vehicles will ensure a long-haul truck can recharge in less than an hour, taking on energy at a rate that could power a professional sports venue like Yankee Stadium on a game day.
As these light, medium and heavy-duty vehicles come to market, fleet operators need solutions to address the right scenario for them yet leave the flexibility to scale. From the $699 CPF50 up to a Megawatt Charging Solution, ChargePoint enables fleets of all sizes to seamlessly go electric with a leading portfolio of software and hardware solutions. Regardless of the charger model installed, ChargePoint’s fleet software is the true enabler of fleet optimization, whether the fleet encompasses 3 vehicles or 3000.
ChargePoint and the ChargePoint logo are trademarks of ChargePoint, Inc. in the United States and in jurisdictions throughout the world. All other trademarks, trade names, or service marks used or mentioned herein belong to their respective owners.
About ChargePoint Holdings, Inc.
ChargePoint has been an innovator of all things EV charging since 2007, before the first mass market electric vehicle was on the road. ChargePoint offers solutions for the entire EV ecosystem including drivers, charging station owners, vehicle manufacturers and others. Accessible and reliable, ChargePoint’s portfolio of software, hardware, and services enables a seamless experience for drivers across North America and Europe. With ChargePoint, every driver who needs to charge can do so, accessing more than 1 million places to charge globally. ChargePoint has powered more than 10 billion electric miles and will continue to innovate as part of a mission to lower global emissions while improving the future of transportation. For more information, visit the ChargePoint pressroom, the ChargePoint Investor Relations site, or contact the ChargePoint North American or European press offices or Investor Relations.
As the third week of October approaches, Tuolumne County north of California’s Yosemite National Park is preparing for National School Bus Safety Week with a revitalized focus on student safety and community outreach.
What began as a small-scale collaboration between two local school districts has gained significant momentum this year, expanding into a county-wide campaign aimed at reaching students, parents, and motorists alike.
“Student safety is my highest priority, and I firmly believe that community outreach and education are key to preventing unnecessary tragedies,” said Christi Hammerbeck, director of transportation at Sonora Union High School District, which serves the western part of the 2,221 square-mile county that includes Stanislaus National Park. “Our goal is to make this a county-wide event and expand it every year to ensure that everyone understands the importance of safe practices when it comes to student transportation.”
This year’s campaign is a collaborative effort between Sonora Union High School and Summerville Union High School, where Hammerbeck partnered with Angela Howard, Summerville’s transportation coordinator who works for Hammerbeck’s husband Gilbert, the director of maintenance, operations and transportation. Together, the Christi Hammerbeck and Howard launched the initiative last year, initially focusing on their own campuses by sharing safety tips and updates on their social media channels. Their efforts resulted in a unanimous proclamation by the Tuolumne County Board of Supervisors, officially recognizing National School Bus Safety Week.
The two returned to the board on Tuesday, to advocate for another official recognition. The attempt was successful as the board again made a proclamation for School Bus Safety Week, which Hammerbeck said will set the stage for a broader and more coordinated community campaign.
“By coming together as a united front, we want to send a strong message about the value of school bus safety and its impact on our students’ lives,” she added.
The proclamation includes the following school bus safety safety tips: The danger zone is 12 feet in front of the bus, 12 feet behind the bus, and 12 feet on either side; the overall best practice is to “always stop if there’s a school bus;” Yellow flashing lights indicate the bus is preparing to stop to load or unload children; motorists of both directions, should slow down and prepare to stop their vehicles; motorists of both directions may begin moving only when the red flashing lights are turned off, the stop arm is withdrawn, and the bus begins to move.
Additional safety tips from Tuolumne County Schools are: Arrive early at the bus stop – at least five minutes before the bus is scheduled to arrive; stand 6 feet (or three giant steps) away from the curb while waiting for the bus; cross in front of the bus – at least 10 feet (or five giant steps) make eye contact with the driver before crossing; when driving within 500 to 1,000 feet of a school while children are outside or crossing the street, the speed limit is 25 mph unless otherwise posted.
Expanding the Initiative to Include Additional Districts
One of the major successes this year has been securing the participation of other school districts in the region. Hammerbeck and Howard took the initiative to present their campaign at a recent meeting with superintendents from neighboring districts.
“We reviewed statistics related to school bus safety, shared the history of National School Bus Safety Week, and highlighted the importance of both student and community education on this subject,” Hammerbeck explained. “The response was overwhelmingly positive, and every superintendent expressed support for the initiative, agreeing to actively participate.”
Their outreach didn’t stop at administrative levels. Hammerbeck also made it a point to connect directly with transportation managers across the county, engaging them in discussions about how their districts could contribute to the campaign.
“Transportation managers play a critical role in the implementation of safety measures,” Hammerbeck said. “We wanted them to feel included and empowered to lead the charge at their respective sites.”
Hammerbeck’s extensive coordination extends to local law enforcement agencies, whose involvement has been instrumental in amplifying the campaign’s message.
“I have a positive working relationship with our local CHP officers, and their enthusiasm for our planned social media messages has been incredibly encouraging,” she noted.
Each year, a CHP school bus officer conducts a radio interview in support of the campaign. This annual broadcast is now being synchronized with the broader campaign goals, reinforcing the message through various channels.
“The radio interviews allow us to reach a different segment of the community—those who might not follow us on social media or engage with the school directly,” Hammerbeck pointed out. “It’s all about layering our message and making sure it’s heard.”
In addition, Hammerbeck has been working with local news stations and print media to secure additional coverage for the campaign.
“Media coverage is crucial for spreading awareness beyond the immediate school community,” she said. “We’re hoping that by securing more media attention, we can inspire other counties to adopt a similar approach.”
The visual component of this year’s campaign has also expanded. The Tuolumne County Superintendent’s Office has prepared large canvas banners featuring key safety messages such as stopping for red lights, watching for children, and ensuring safe practices around school buses.
“Our goal is to make these banners highly visible across our campuses and within the community,” Hammerbeck said. “We want to create a sense of unity and shared responsibility.”
In addition to the banners, each district will share consistent safety messages on social media and school marquees throughout the week of October 21-25. Last year, the campaign’s social media component saw substantial engagement, with many community members sharing or commenting on posts, which ultimately helped raise awareness.
“We saw firsthand how impactful social media can be in spreading our message,” Hammerbeck shared. “This year, we’re doubling down on those efforts.”
Angela Howard, left, and Christi Hammerbeck have been instrumental in getting School Bus Safety Week proclaimed for the second year in a row. Here, the pose following a Tuolumne County Board of Supervisors meeting last year to secure a proclamation.
The Power of a Unified Message: A County-Wide Safety Pledge
One of the new elements Hammerbeck has introduced this year is a county-wide safety pledge, encouraging all participating schools to engage students, parents, and staff in signing a digital safety pledge. The pledge serves as a formal commitment to practicing and promoting safe behaviors around school buses.
“It’s a small gesture, but one that symbolizes a larger commitment,” she added.
The pledge has already been circulated to schools and will be featured prominently in the weekly newsletters sent out by the district offices.
“Our district sends out a weekly newsletter that reaches thousands of families,” Hammerbeck noted. “This is a great platform for us to push the safety pledge and encourage families to discuss these topics at home.”
Looking ahead, Hammerbeck said she envisions the campaign growing beyond digital outreach and campus displays. One of her long-term goals is to organize a public event to kick off National School Bus Safety Week, complete with family-friendly activities, food, music, and educational opportunities for both children and adults.
“While this vision may take years to implement, I believe it is achievable with the right support,” she said.
The event, as Hammerbeck imagines it, would serve as an opportunity for the entire community to come together and engage with the issue of school bus safety in an interactive and meaningful way.
“It would be a chance for parents, educators, law enforcement, and students to meet, learn, and share ideas on how we can all contribute to making our roads safer,” she said.
Hammerbeck’s efforts don’t stop at Tuolumne County. She sees the work being done in her area as a potential model for other districts and counties across California and beyond.
“Our aspiration is to inspire other communities to adopt a similar strategy for promoting school bus safety,” she said. “If we can show that this approach works here, it could be scaled and adapted to other areas.”
As National School Bus Safety Week approaches, Tuolumne County’s message is clear: through community collaboration, proactive education, and a shared commitment to student safety, they aim to create a safer environment for all.
“By working together, we can build a safer environment for students,” Hammerbeck concluded.
This article is a paid promotion and the Energy News Network is not responsible for its contents.
Interest in heat pump water heater technology is rapidly growing, given its energy efficiency relative to gas-fueled equipment. For apartment building owners, especially those of large buildings, emerging heat pump technology now offers the possibility of using the stored hot water as a thermal battery, to better manage a building’s power use.
These systems, known as central heat pump water heaters, use largely the same technological approach as residential heat pump water heaters. If used to replace gas heaters in California multifamily buildings, a new study finds they could reduce greenhouse gas emissions by 1.7 million tons per year and produce $350 million in overall benefits annually from the increased efficiency of the systems, compared with gas water heaters.
The ability to use the stored hot water as a battery means that water can be heated in low-demand periods and later provided during high-consumption periods without adding demand to the grid during its highest-use period – a strategy known as load shifting.
“Load shifting is going to be really important, not just to benefit the grid, but also to ensure that these technologies provide the most cost control for the building owners,” said M M Valmiki, an energy efficiency engineer with the energy engineering consulting firm ASK Energy. “When we are electrifying buildings, especially those with really big loads like hot water for a whole building, it is important to minimize the costs of electrification, especially in comparison with natural gas.”
To better understand the benefits and challenges of using central heat pump water heaters in large multifamily buildings, researchers installed customized systems in two buildings with 120 and 135 single-room units, respectively, that house low-income senior residents in San Francisco. The results of this study can be found in the report “Commercial and Multifamily CO2 Heat Pump Water Heater Market Study and Field Demonstration.” The study was co-led by experts at ASK Energy and Ecotope, an engineering firm focused on low-carbon building solutions, with funding from California’s emerging technology initiative, CalNEXT.
This study used central heat pump water heaters that utilize carbon dioxide refrigerants, which have the lowest global warming potential compared to other more common refrigerants on the market. Another benefit of carbon dioxide is that, unlike most refrigerants, it is not synthetic, thus avoiding environmental concerns about the impact of possible leakage.
The installations were retrofits in already occupied buildings, and a primary goal of the study was to assess the challenges involved in installing these heat pumps in existing housing stock.
Like their residential counterparts, central heat pump water heaters use refrigerants to move heat from the surrounding air to heat the water tank. Central heat pump systems need larger hot water storage tanks than natural gas-fueled systems, so they require more room than gas-fired boilers. “Heat pumps are not really that much more complicated than boilers,” said Scott Spielman, a research engineer at Ecotope and leader of the study. “It’s just that you need a bigger thermal storage system and thermal storage has costs: there’s a cost to have more water, both in the expense of the physical materials, like a storage tank, as well as in the floorspace that the tanks take up.”
For the study, the researchers considered different tank and related piping configurations to determine how to optimize the heat pump systems. For example, water heating can be done in single-pass or multi-pass stages — and tank sizing is important since oversizing can lead to lower efficiency and higher cost. Plumbing between storage tanks in the system created a challenge, because the length of time water circulates in the system impacts its temperature. These considerations and others were used to determine how to optimize thermal storage in the heat pump system as a whole.
“There haven’t been a lot of studies that show how thermal storage really operates in different, vibrant configurations,” Spielman said, noting that standardization of the design of these systems in the future will help make their installation easier and less expensive.
The research project demonstrated how the hot water storage volume could function as a thermal battery. The large volume creates the opportunity to store energy and serve as a battery. Heating water during periods of low grid demand helps to lower energy use during peak times and enhances grid reliability, especially as utilities increasingly integrate intermittent solar and wind energy into their power mix. The finding has implications for California’s grid, where concerns about additional load are sometimes used as an argument against electrification.
“Central heat pump water heaters are a much-needed way to get creative in terms of grid demand management,” said Madison Johnson, a data analyst with Ecotope, who assessed the results of the study. “By centrally managing that demand, we are not only using less electricity overall than an electric resistance system would use, but we are also able to control what time of day we would like to use that energy.”
Researchers found that access to hot water was no issue for residents, following the installation of the central heat pump water heaters, which consistently provided the 25 gallons-per-day residential demand without any issues, even during periods of load shifting.
They also found that shifting load to a lower demand time did not necessarily reduce the cost of the power to run the systems.
This result is based on the design of the test plan, which aimed to shift as much energy (that is, kilowatt-hours) out of the on-peak periods as possible. It did so successfully.
However, two issues kept the project from generating cost savings, according to Valmiki. Firstly, there were some slight increases in energy consumption outside of the peak periods. Secondly, the team did not test the controls that could reduce peak demand during those on-peak periods.
“Even though we were successful in shifting kilowatt-hours out of on-peak periods, the kilowatt demand spikes during on-peak periods were not reduced,” Valmiki said.
In a follow-up study, the researchers plan to better manage how the system triggers demand charges.
“The demand charges, in particular, are something that we will try to limit in our follow-up study since they are a large portion of utility bills for buildings that have them in their tariff,” Valmiki said.
It is still early days for central heat pump water heaters in multifamily buildings, and this study aimed to document the technology’s readiness. Seeing how the technology performs in real time is an important step, both for optimizing system design and for assessing how best to maintain the grid while increasing electrification.
To learn more about this project, read the report on the CalNEXT website.
CalNEXT is a statewide initiative to identify, test, and grow electric technologies and delivery methods to support California’s decarbonized future. CalNEXT is funded by the ratepayers of California investor-owned utilities and provides a means for studying emerging technologies and energy-efficiency innovations that have the potential to save energy via utility programs and/or market support.
SEMA is suing the California Air Resources Board as part of an effort to prevent proposed regulations from going into effect.
The organization contends CARB would “far exceed” their authority and this could have a devastating impact.
SEMA and their partner in the lawsuit say the regulations would only allow zero-emission vehicles in the state regardless of where that vehicle was purchased or registered.
SEMA and The Work Truck Association (NTEA) have joined forces to sue the California Air Resources Board (CARB) to stop electric vehicle mandates. The groups are arguing that CARB’s actions “far exceed California’s constitutional and state statutory authority and will have a dire effect on an industry that historically has led the way toward cleaner, safer vehicles through innovation and American ingenuity.”
The two organizations are upset by Advanced Clean Fleets regulations, which would only allow zero-emission vehicles in the state regardless of where that vehicle was purchased or registered. These regulations wouldn’t just apply to a handful of vehicles as the organizations said they would impact everything from pickup trucks to heavy-duty tractors with sleeper cabs.
This has wide reaching implications and SEMA said, “Interstate motor carriers and others who do not own CARB’s vehicle of choice would be barred from operating within the nation’s largest single-state economy.”
While the EPA needs to sign off on CARB’s plan, the organizations are proactively suing on behalf of members, companies and groups that “may become obsolete in California and other markets if CARB is allowed to proceed in decreeing an end to internal combustion engine vehicles.” You can read the full 36 page filing here, but SEMA and NTEA are seeking an injunction and any other appropriate relief to “redress injuries and prevent further unlawful actions by the defendants in issuing and enforcing the ACF regulations.”
Despite their opposition to the regulations, SEMA and NTEA emphasize that they are not against electric vehicles. Instead, they’re seeking a “technology-neutral approach” that lowers emissions without putting a thumb on the scale.
In a statement, SEMA CEO Mike Spagnola said, “The overreach of California has forced the hand of the automotive industry, making this legal action necessary to protect the interests of the thousands of automotive aftermarket companies whose $337 billion annual economic impact helps drive our nation’s economy.” He added, “The illegal means by which California has sought to tilt the board by siding with just one technology is to the great detriment of a giant swath of the nation’s small businesses and threatens a dangerous precedent upon the American people.”
Distracting cell phones in California classrooms could be a thing of the past in less than two years as Gov. Gavin Newsom signed bipartisan legislation into law that requires school districts to set policies on banning the communications devices used by students during the school day.
Assembly Bill 3216, the Phone-Free School Act, was introduced in February and became law on Monday, with an effective date of July 1, 2026. California is the fifth state to pass a law requiring school districts to adopt usage policies. Three other states — Florida, Louisiana and South Carolina — have laws that place outright restrictions, with exceptions for emergencies or when required by students with Individualized Education Programs.
While the California law does not specifically address use of cell phones and communications devices on school buses, the development and adoption of policies are “to limit or prohibit the use by its pupils of smartphones while the pupils are at a schoolsite or while the pupils are under the supervision and control of an employee or employees of that school district, county office of education, or charter school.”
Each policy must also be updated every five years.
The law makes exceptions, such as allowing students to use cell phones during emergencies or when there is a perceived threat. It builds on a 2019 law that gave school districts the authority to regulate smartphone use, but the new law is more comprehensive.
The bill states the goal of the policies being “to promote evidence-based use of smartphone practices to support pupil learning and well-being.”
Research supports the legislation. A Pew Research Center survey revealed that 72 percent of high school teachers and 33 percent of middle school teachers view cell phones as a significant distraction. Additionally, Common Sense Media found that 97 percent of students admitted to using their phones during school hours, with usage averaging 43 minutes per day.
Global evidence further validates the need for such policies. A study from the London School of Economics found that schools that banned phones saw a 6 percent improvement in test scores, with the most significant gains among lower-performing students. AB 3216 also cites national school cell phone bans in France and Spain over the past decade.
Similarly, a Rutgers University study found that students who used their phones during lectures performed worse on exams, and even students who did not use their phones but were in classrooms where phone use was allowed experienced lower test scores (Rutgers study). This suggests that the mere presence of phones in a classroom disrupts the learning environment for everyone.
A University of Nebraska study found that students admitted to checking their phones an average of 11 times per day during class, contributing to a significant reduction in attention and engagement. The survey of 675 students across 26 states revealed that nearly 20 percent of classroom time is spent on non-class-related activities, such as texting, browsing social media, and playing games. Over 80 percent of respondents admitted that their digital habits negatively impacted their learning, yet many found it difficult to change their behavior.
By restricting cell phone use, Gov. Newsom said California aims to create an environment that prioritizes student learning and well-being, free from the interruptions of smartphones and social media.
The state’s push for stricter cell phone regulations in schools has been in the works for years. In 2019, Newsom signed Assembly Bill 272, which gave districts the authority to regulate smartphone use during school hours. However, rising concerns about student mental health and academic performance prompted further action, culminating in the passage of Assembly Bill 3216.
While state schools superintendent Tony Thurman, the California Teachers Association and Los Angles Unified School District — which approved its own ban over the summer — supported AB 3216, the California School Boards Association opposed it.
“This bill limits the decision-making authority of the governing board as they would now have to adopt a policy, even if, through local community meetings, it was found that there was no need to limit/prohibit the usage,” CSBA wrote in opposition. “These decisions are best made at the local level by people who understand, reside, are invested in, and accountable to the communities they serve.”
According to Education Week, the other states with policy laws similar to California are Indiana, Minnesota, Ohio, and Virginia. States with school board resolutions or laws recommending school district policies are Alabama, Connecticut, Oklahoma and Washington. States incentivizing pilot programs are Arkansas, Delaware and Pennsylvania. Arizona state schools chief Tom Horne last month called for legislation to ban student cell phones.
Read more on student cellphone bans nationwide and their implication on the school bus ride in the October magazine edition.
Login
