Engine, Truck Manufacturers Support EPA Easing Derate of SCR Diesel Emissions Controls

By: Taylor Ekbatani

21 August 2025 at 04:20

Engine manufacturers using selective catalytic reduction (SCR) emission control technology have new federal guidance allowing them to more gradually “derate” systems when diesel exhaust fluid (DEF) depletes.

U.S. Environmental Protection Agency (EPA) Administrator Lee Zeldin announced during the Iowa State Fair last week the new action designed to protect American farmers, truckers and other diesel equipment operators from sudden speed and power losses caused by DEF systems.

“We have heard loud and clear from small businesses across the U.S. that the current DEF system is unacceptable,” Zeldin said in a statement. “It is unacceptable that farmers, truckers, construction workers, and many other small businesses continually experience failures of diesel-powered equipment when they need it most—costing millions of dollars in lost productivity. Today, we are responding to those concerns by calling on manufacturers to take action to update their software and eliminate the unnecessary sudden loss of power and frustrating shutdowns that too many Americans have experienced.”

EPA issued the guidance urging diesel engine and off-road farm equipment manufacturers to revise DEF system software in existing vehicles and equipment to prevent these sudden shutdowns. Starting with model year 2027, all new diesel on-road trucks and motorcoaches must be engineered to avoid sudden and severe power loss after running out of DEF.

EPA said it also has a fix for derate issues in legacy diesel vehicles with SCR.

“To fix the problem for vehicles already in use, EPA’s new guidance, developed in collaboration with manufacturers, will work to ensure that the necessary software changes can be made on the existing fleet,” the press release notes. “In addition to providing certainty to manufacturers about how EPA wants this issue resolved, the agency is not requiring separate approvals beyond that provided in EPA’s guidance. This ensures that bureaucratic steps do not delay manufacturers’ ability to put solutions into the field.”

Since 2010, SCR has used on-board diagnostics sensors to detect when DEF runs out or diesel particulate filters clog and then initiate a rapid derate of the engine. Within four hours of DEF depletion, vehicles automatically slow to five miles per hour.

But the results for industries have been “catastrophic,” said EPA, as disruptions have occurred to logistics, agriculture and construction. Several diesel engine manufacturers also initiated recalls over their SCR technology. Cummins recalled 2010 to 2015 medium- and heavy-duty engines, including the ISB 6.7 for school buses, because the SCR unit catalysts degraded faster than expected.

“At Cummins, we recognize our responsibility in powering some of the country’s most economically vital applications, from the buses that take our kids to and from school to the trucks that deliver critical goods,” a statement from the company reads. “Collaboration with our customers is at the heart of what we do, ensuring we deliver solutions that meet their business needs while continuously innovating to improve fuel efficiency, reduce costs and enhance reliability. SCR is a widely accepted, proven technology utilized in many applications, and we are committed to working closely with the EPA and the select customers affected by SCR inducements. Together, we aim to provide regulatory certainty, greater flexibility and the dependable solutions that contribute to the American economy.”

Daimler Truck North America told School Transportation News it welcomes the new guidance.

“We are supportive of the efforts to provide more flexibility with regard to DEF inducement and are actively working on solutions to support our customers,” the statement reads.

The Engine Technology Forum and several other organizations also support the new derate guidance.

“EPA has heard from users of diesel trucks, tractors and equipment and, working with manufacturers, has responded with these adjustments to improve operational performance while ensuring emissions integrity,” Executive Director Allen Schaeffer said. “EPA’s announcement [Aug. 12] provides new guidance that allows manufacturers to adjust these systems to ensure that farmers, motor coach operators, and truckers, who all rely on diesel engines and equipment, will be able to complete critical work with sufficient lead time for scheduling maintenance and repairs.”

EPA derate schedule — **Source: U.S. EPA**

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(STN Podcast E270) Not Just a Job: Hear From Dick Fischer School Bus Safety Scholarship Award Winner

School Transportation News

By: Claudia Newton

19 August 2025 at 21:10

More EPA regulatory changes in the truck and bus market prompt continuing clean fuel conversations. Also, learn more about the crucial training at the upcoming Transporting Students with Disabilities & Special Needs Conference and Trade Show.

Kara Sands, transportation lead trainer and driver at Hanover Community Schools Corporation in Indiana, was selected to receive the inaugural Dick Fischer School Bus Safety Scholarship for STN EXPO West this year. She discusses ways to promote safe school bus operations and her takeaways from STN EXPO.

Trump’s EPA Eases Derate Rules, Boosting Bus Passenger Safety

School Transportation News

By: Bus ＆ Motorcoach News

13 August 2025 at 17:34

The Environmental Protection Agency on Tuesday announced sweeping changes to rules governing diesel exhaust fluid (DEF) systems, aimed at preventing sudden power losses that have long frustrated farmers, truckers and bus operators.

The Trump administration says the guidance, which takes effect immediately, will ease operational disruptions and reduce safety risks while maintaining emissions standards.

EPA Administrator Lee Zeldin unveiled the changes during a press call from the Iowa State Fair alongside Small Business Administrator Kelly Loeffler, Agriculture Secretary Brooke Rollins and Sen. Joni Ernst, R-Iowa.

“The United Motorcoach Association applauds the new guidance from the Environmental Protection Agency (EPA) under the leadership of Administrator Lee Zeldin regarding Diesel Exhaust Fluid regulations for motorcoaches,” remarked UMA’s President and CEO Scott Michael. “EPA’s new guidance will improve safety, avoid passengers stranded on the side of the road, and unnecessary towing costs while maintaining the goal of safeguarding the environment.”

The policy allows manufacturers to reprogram existing vehicles to avoid abrupt “derates” — a rapid reduction in engine power — that can cut a vehicle’s speed to as little as 5 mph within hours of a DEF system fault.

“This is yet another common-sense policy,” Zeldin said. “We can protect the environment and grow the economy at the same time.”

Under current rules, a sensor failure in a DEF system can trigger severe speed limits within four hours, sometimes leaving vehicles stranded mid-operation. Zeldin said the new guidance will extend that timeline significantly.

‘Massive Deregulation’

Loeffler said the new policy will save America’s 1.8 million family farms an estimated $727 million annually.

“This is massive deregulation,” she said. “It’s solving a huge, long-standing issue that has gone on for 15 years.”

Rollins called the announcement “a big deal” for producers already struggling with higher costs and frequent downtime.

“We’re doing God’s work,” she said. “This is how we return power to the people and get the strangulation of overregulation out of everyday mom-and-pop small business owners’ lives, especially our farmers.”

While much of the call centered on agriculture and freight, Zeldin emphasized the rule’s importance for the passenger transportation industry.

“This was one of the concerns we heard from bus operators,” Zeldin told Bus & Motorcoach News. “It’s a safety concern when a bus is forced to park unexpectedly on the side of the road for an extended period of time. That’s all a product of poor government policy that didn’t think through the consequences.”

Phil Streif, of Vandalia Bus Lines in Caseyville, Illinois, told Bus & Motorcoach News in a separate interview that the change is the result of years of advocacy to bring operators’ perspectives to federal regulators. Streif began contacting the EPA five years ago, warning that the four-hour repair window was “just not realistic” for the motorcoach industry.

“After countless meetings with EPA and CARB, we finally got relief,” Streif said, “but the question remained about existing fleets.”

That question led to additional negotiations — and resistance from some engine manufacturers — before regulators agreed to modify the rules for vehicles already in service.

Uncertainty over future federal regulations already has disrupted one engine maker’s plans. Cummins Inc., a manufacturer of diesel engines, announced this month the postponement of the launch of its new X15 diesel engine for heavy-duty trucks to late 2026.

Initially unveiled in February with features meeting 2027 EPA and CARB standards, the engine was set for pre-orders in mid-2025 and deliveries in 2026. A statement from Cummins touted the technology used in the X15.

“Selective Catalytic Reduction (SCR) is a widely accepted, proven technology utilized in many applications, and we are committed to working closely with the EPA and the select customers affected by SCR inducements. Together, we aim to provide regulatory certainty, greater flexibility, and the dependable solutions that contribute to the American economy.”

Ending a Safety Risk

Streif said two moments proved decisive in resolving the derating issue: meeting EPA’s Amy Kopin, “who strongly advocated for us,” and the change in agency leadership when Zeldin took over. “They came out early, promising a goal to reduce regulation and the red tape that makes our businesses more challenging to operate. After many exchanges, we made great progress, and now we’re finally at the finish line.”

The new rules give bus operators 40 hours before even a minor torque reduction — something Streif calls “a game changer.”

“There are so many things that run through your head when you see an inducement code and know you have four hours before the bus is essentially inoperable,” he said. “We’re moving the most precious cargo there is — people — and derating created a profound safety risk for our drivers and passengers.”

Streif recounted an incident just two weeks ago in which a bus in New Orleans began showing a DEF-related fault code. Mechanics attempted repairs, but the problem reappeared within hours, forcing the company to dispatch a replacement bus from Alabama to ensure passengers could return home on time.

“Something that could have waited until we got the bus back created an obstacle for us that we had limited options for,” he said.

The industry’s challenge was compounded by the scarcity of repair shops for motorcoaches, especially in remote areas or during off-hours. “There were no signs that could predict when a sensor would go bad, so it was like rolling the dice every time a bus went out,” Streif said.

Streif credited the American Bus Association, United Motorcoach Association, and International Motorcoach Group with helping build the case for reform.

“With their help and many members’ feedback, we were able to collect hard data and surveys that provided factual statistics on the impact derates have,” he said. “Honestly, without the strength of these great organizations, we probably wouldn’t have the results we were able to achieve.”

Putting Focus on Bus Industry

The advocacy also exposed a gap in federal oversight. “When I initially reached out to the EPA, their response was, ‘Oh, we didn’t even consider buses,’” Streif said. “It’s been stated before that our industry has been left out in the past, but I think that’s going to change going forward.”

He said the industry will need to maintain its presence in regulatory discussions. “Although our industry is small, we all work together in a way that other industries don’t see. That’s what will make us successful as long as we continue to support one another.”

Ernst praised the EPA’s move, calling the previous guidelines “arbitrary” and harmful to productivity. She also tied the changes to broader Republican efforts to roll back regulations enacted during the Biden administration.

Zeldin said the change reflects a broader philosophy of governance.

“Today’s guidance bridges the gap between now and 2027, ensuring existing vehicles on the road and in the field are just as dependable,” he said. “We’re both protecting human health and the environment and the people who depend on diesel engines to do their job.”

The EPA said no additional agency approval will be required for manufacturers to implement the new software changes.

For Streif, the new timeline — 40 hours before a small torque derate, then 200 hours before a 50 mph limit — is one the industry can live with. “On flat stretches we won’t see any impact,” he said. “I think we can all live with that.”

This article is reprinted with the permission of Bus and Motorcoach News. Read the original post here.

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You Bought An EV To Beat Traffic Now You’re Stuck With Everyone Else

Electric Vehicles - Latest News | Carscoops

By: Stephen Rivers

13 August 2025 at 20:59

California’s EV HOV access ends September 30 with the loss of an EPA waiver.
Similar programs in other states will also expire, impacting clean-energy drivers.
California’s bid to extend the program to 2027 is stalled without federal approval.

For years, driving solo in an electric or alternative fuel vehicle often came with a quiet perk: a pass into the fast-moving HOV lane. That benefit, long seen as an incentive to support cleaner transportation, is now nearing its end. California’s Clean Air Vehicle (CAV) Decal program, once a reliable shortcut for qualifying drivers, is scheduled to wind down on September 30, 2025. And the impact won’t stop at the state line.

More: Millions Hate This Fuel Saving Tech So EPA Wants To Get Rid Of It

The program exists in various forms across several states, including Maryland, Hawaii, North Carolina, and others. The system encouraged EV and alternative fuel adoption but gave drivers access to HOV lanes without meeting minimum occupancy requirements. Its continuation has always depended on an Environmental Protection Agency waiver. That same waiver is now facing a legal challenge from the Republican-led Congress.

Federal Friction

“Clean Air Vehicle Decals are a smart, cost-effective incentive that has played an important role driving the adoption of clean and zero-emission vehicles in California,” Liane Randolph, chair of the California Air Resources Board, told Road&Track. “But thanks to the federal government’s failure to act, this successful program is coming to an end.”

As of now, the program ends on September 30. After that, every vehicle in the HOV lane across the nation will need to meet minimum occupancy rules or pay a toll to gain access, regardless of propulsion type. In California alone, that’ll affect 519,000 people who have active decals for the HOV lane.

Nationwide Shift

The change won’t stop in California. According to the Department of Motor Vehicles, “Putting the brakes on this program means that starting October 1, 2025, CAV decals will no longer be valid in California, or elsewhere in the United States. All vehicles will be required to meet posted vehicle occupancy to travel in carpool lanes and pay required tolls or risk receiving a citation.”

Notably, Sacramento is trying to extend the program. State Assemblymember Greg Wallis (R-Bermuda Dunes) secured a bill to push the end date to January 1, 2027, signed by Governor Gavin Newsom last year. But without federal approval, that plan is dead on arrival.

Unless there’s some big surprise coming in the next month or two, HOV lanes across the USA are about to go back to being carpool lanes.

Credit: Chargepoint

(STN Podcast E268) Learning Curve: EPA Surprise, Young Michigan Asst. TD Talks Leadership

School Transportation News

By: Claudia Newton

5 August 2025 at 23:16

Big news as the U.S. Environmental Protection Agency looks to eliminate greenhouse gas regulations. How will school bus manufacturers and school districts respond? Also read the new August issue of STN magazine.

Nashawn Craig, assistant director of transportation and fleet at Taylor Schools in Michigan, discusses aspects of leadership including being promoted as a younger person, retaining staff, collaborating with administration and implementing new technology.

EPA Proposal Seeks to Eliminate GHG Regulations for Vehicles, Engines

School Transportation News

By: Ryan Gray

31 July 2025 at 00:48

The U.S. Environmental Protection Agency is reconsidering the 16-year-old Obama administration ruling on greenhouse gases that formed the nation’s regulatory landscape for transportation emissions, including those for school buses.

The proposed rule rolled out by EPA Administrator Lee Zeldin Tuesday at an auto dealership in Indianapolis, Indiana could save more than $54 billion annually in manufacturing costs passed on to consumers, EPA said. It claims emissions regulations implemented over the past 15 years created $1 trillion in costs to manufacturing, power and industrial sectors for meeting various emissions requirements.

While the 300-page document does not mention school buses by name, it focuses on repealing GHG emission standards for various categories of vehicles, including the categories of medium- and heavy-duty trucks and engines that school buses fall under. Specifically, it seeks to remove Part 85 on control of air pollution from mobile sources, Part 86—Control of Emissions from New and In-use Highway Vehicles and Engines, Part 600—Fuel Economy and Greenhouse Gas Exhaust Emissions of Motor Vehicles, Part 1036—Control of Emissions from New and In-use Heavy Duty Highway Engines, Part 1037—Control of Emissions from New Heavy Duty Motor Vehicles, and Part 1039—Control of Emissions from New and In-use Non-road Compression-Ignition Engines.

Already, EPA is reconsidering the implementation of its GHG Phase 3 Rule for heavy-duty trucks and buses that is set to start in 2027.

The proposed rule seeks to reinterpret the Clean Air Act, specifically Section 202(a), known as the Endangerment Finding, which concluded that carbon dioxide, methane, nitrous oxide, hydrofluorocarbons, perfluorocarbons, and sulfur hexafluoride contribute to air pollution and endanger public health. The proposed rule argues that the Endangerment Finding is legally flawed, scientifically uncertain and economically counterproductive. EPA claims it was historically applied to address local and regional air pollution, not global climate change concerns.

This interpretation exceeded statutory authority, writes EPA, adding that Congress did not clearly authorize the EPA to regulate GHG emissions based on global climate change concerns “because that provision authorizes regulating only air pollutants that ‘cause or contribute to air pollution which may reasonably be anticipated to endanger public health or welfare.’”

The proposed rule also notes the U.S. Supreme Court rulings in West Virginia v. EPA and Utility Air Regulatory Group v. EPA that federal agencies cannot assert transformative regulatory authority without explicit congressional approval. Instead, agencies must have more than a “colorable textual basis” to decide major questions of policy.

EPA also questions “unreasonably analyzed” scientific data used to support the original “Endangerment Finding” that declared GHG to endanger public health and welfare. The proposed rule cites projections of global warming increases, health risks from heat waves, and impacts of other health events. It also notes empirical data, peer-reviewed studies and real-world developments since 2009 that “cast significant doubt on many of the critical premises, assumptions and conclusions in the Endangerment Finding.”

The proposal also claims technological limitations in addressing global climate change concerns, as “reducing GHG emissions from all vehicles and engines in the U.S. to zero would not have a scientifically measurable impact on GHG emission concentrations or global warming potential,” according to a May 27 draft report by the U.S. Department of Energy Climate Working Group.

EPA also notes President Donald Trump’s recent “One Big Beautiful Bill Act” repealed certain GHG provisions.

As for economic concerns, EPA highlighted that GHG emissions standards have increased vehicle costs, slowed fleet turnover and reduced consumer access to newer, safer and more efficient vehicles.

Public comments on EPA-HQ-OAR-2025-0194 are due by Sept. 21.

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EPA Provides Update on Clean School Bus Program

School Transportation News

By: Taylor Ekbatani

22 July 2025 at 21:27

After what felt like the end of the road for the Clean School Bus Program, the U.S. Environmental Protection Agency provided an update overview, including the anticipation of additional information regarding the 2024 rebate program.

In an email Monday, the EPA reminded awardees of next steps for the rebate and grant programs, provided program oversight and compliance, and shared resources and news.

For the 2022 CSB Rebate, EPA said it completed review of most school bus projects and Close Out Forms, or COF, submitted by rebate recipients. EPA also said it is actively working with selectees to ensure accuracy and completeness. For those who have not completed their COF, the EPA is working with those selectees to ensure it is submitted in an expedited fashion.

Additionally, EPA said it is performing site visits with all 2022 CSB rebate recipients.

Meanwhile, about 50 percent of the awarded funding under the 2023 CSB rebate program has been disbursed. The EPA is encouraging all selectees to submit their payment request forms (PRF) for those projects. If the PRF has not been submitted, selectees must either submit the form as soon as possible or request an extension via the online portal.

Upon completing the PRF, rebate selectees will receive an official funds disbursement email from the EPA, with the money typically available within seven to 10 days. Once selectees receive the funds they must “email the EPA’s Office of the Chief Financial Officer (EPA-CSB-FinancialReporting@epa.gov) within 10-business days of spending their funds on eligible expenses or passing the rebate funds to a third-party to complete the purchase for eligible expenses,” the EPA stated.

When school buses are deployed and replaced, and infrastructure is installed, the EPA stated that selectees will need to submit their 2023 COF.

EPA also reminded Clean School Bus Program grant recipients of the July 30 deadline for filing semi-annual reports, which cover January through June 2025. The EPA asked that all selectees submit their progress reports to the EPA project officer.

Additional information regarding the 2024 rebate program is forthcoming, EPA said.

The EPA is also hosting various webinars through its Office of Grants and Departments that could be of interest to grant awardees as well as webinars through the Automated Standard Application for Payments.

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Guidance Needed for School Bus Emissions Pathway Amid Regulatory Uncertainty

School Transportation News

By: Ryan Gray

19 June 2025 at 22:24

Representatives from top school bus and powertrain manufacturers will provide insights into the complex landscape of school bus emissions and regulatory challenges facing the industry over the next couple of years during STN EXPO West in Reno, Nevada.

Scheduled for July 13, the panel session will feature representatives from Blue Bird, Cummins, IC Bus, RIDE and Thomas Built Buses.

The panel will explore several pressing topics, including impacts of the Congressional Review Act signed by President Trump early this month, EPA Clean School Bus funding developments, the impact of an ongoing federal review of the EPA Phase 3 Greenhouse Gas regulations, supply chain considerations, workforce development for electric school buses, and more.

With ongoing legal challenges and shifting regulatory environments amid rising tariffs, school districts and transportation professionals need clarity to navigate the uncertain emissions landscape. OEMs face similar challenges. The panelists will offer as many strategic insights as they can, keeping in mind that more changes could still occur, focusing on broader industry trends and challenges.

The discussion promises to be a must-attend event for anyone involved in school transportation, offering an opportunity to hear directly from industry experts about the future of clean transportation.

Don’t miss this session and the entire STN EXPO West experience! Register now for the conference, which starts July 11 and runs through July 16 at the Peppermill Resort in Reno, Nevada.

The post Guidance Needed for School Bus Emissions Pathway Amid Regulatory Uncertainty appeared first on School Transportation News.

Transportation Collaboration

School Transportation News

By: Tony Corpin

2 June 2025 at 20:38

STN EXPO East in March was quite the whirlwind. This year’s conference and trade show in North Carolina represented a new frontier on the East Coast, with nearly 95 percent of attendees participating at their first STN EXPO. With such a fresh and engaged audience, it was the perfect opportunity to foster more meaningful dialogue, share insights and strengthen collaboration.

A cornerstone of the networking is the Transportation Director Summit, a leadership-focused, two-day event tailored to industry decision-makers. This exercise shares ideas, identifies emerging challenges and charts the course forward for their organizations.

I facilitated the opening discussion that centered on a crowdsourced survey, which captured the pulse of current trends, operational challenges and procurement needs. The survey data highlighted a clear hierarchy of purchasing trends. Topping the list were cellular, radio
and communication systems, Type C and D buses, video security systems, student ridership verification/RFID/ parent communication apps, cleaner diesel buses, and fleet management and safety products.

I kicked off the TD Summit discussion with a question: “What is your biggest challenge for the upcoming school year?” Common themes quickly emerged—chief among them were staffing shortages and retention, illegal passing and student behavior on board school buses. These concerns underscore the need for comprehensive solutions that address both operational efficiency and safety.

Another topic of discussion was fuel choice and the transition to cleaner energy options. According to the survey results, fleet compositions are increasingly diverse: “Clean” diesel (88 percent), gasoline (55 percent), propane(31 percent), electric (29 percent), biodiesel (19 percent), and CNG (1 percent). Many transportation leaders expressed a commitment to exploring or expanding their use of greener, near-zero or zero-emission vehicles.

This shift is driven in part by federal and state environmental regulations from the EPA and California Air Resources Board. While the pace of adoption may vary, the trend toward sustainability is unmistakable. Forty-seven percent of survey respondents said their operations had applied or planned to apply for funding through the EPA Clean School Bus Program, while 39 percent had not, and 14 percent were still considering it.

Cabarrus County Schools purchased two electric school buses utilizing Volkswagen Mitigation Trust funds through the North Carolina Department of Public Instruction. “They have been a great addition to our fleet, and we are planning to add four more utilizing the EPA Clean School Bus funding,” shared Transportation Director Art Whittaker.

Sponsor participation from school bus OEMs, infrastructure providers, and CNG technology experts further enriched the conversation with insights offering valuable context to attendees evaluating the sustainable solutions that best align with their unique operational needs.

When asked for their top safety concerns, attendees overwhelmingly cited driver and student safety. Increased violence against school bus drivers as well as rising incidents of student conflict, are prompting discussions about how to enhance onboard security via technology.

A particularly alarming trend is the estimated 45.2 million illegal passing violations nationwide occurring during the 2023-2024 school year, according to the National Association of State Directors of Pupil Transportation Services.

“We have focused on a public awareness campaign to make drivers more aware of the dangers of passing a school bus to improve student safety,” said Nicole Portee, associate superintendent of Charlotte Mecklenburg Schools. “The next step is considering advanced technology to address the issue.”

Finally, I asked attendees about their routing and scheduling challenges. Unsurprisingly, the feedback pointed to optimization and efficiency, particularly in the context of staffing shortages. The industry is witnessing a rise in the use of multi-modal transportation and alternative service providers, as districts and contractors adapt to workforce constraints and evolving student needs.

Transportation leaders’ responsibilities are vast, but so are the support network available through collaborative forums like the STN EXPO. TD Summit provides a secure and empowering environment, where peers openly share their struggles, brainstorm solutions and leave with actionable ideas to implement at home.

Our collective mission is to continuously improve the safety, sustainability and efficiency of student transportation. I invite you to continue the conversation and join us for the STN EXPO West in Reno, Nevada, July 11–16. Together, we can keep moving the industry forward.

Editor’s Note: As reprinted in the May 2025 issue of School Transportation News.

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Merging Net Zero With Zero Waste: One solution to biofuel feedstock shortage

Alternative Energy HQ

By: newenergy

16 July 2024 at 18:48

The international biofuels industry has found an unlikely ally in the waste management sector. A heightened global urgency to reduce greenhouse gas emissions (GHGs) is incentivizing renewable fuels production like never before, but the International Energy Agency (IEA) recently warned of an impending feedstock shortage for biodiesel, renewable diesel and biojet (aviation fuel) production, estimated …

The post Merging Net Zero With Zero Waste: One solution to biofuel feedstock shortage appeared first on Alternative Energy HQ.

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Credit: Chargepoint