California’s trucking industry is now left speculating about the future of its vehicle regulations following the effective end of the Advanced Clean Fleets (ACF) rule. With the California Air Resources Board (CARB) withdrawing its waiver request under the Clean Air Act, the rule will not move forward as planned. If the Environmental Protection Agency (EPA) had granted the waiver, the regulation would have been implemented. However, the Advanced Clean Trucks (ACT) rule, which does have an EPA waiver, remains in effect.

This development leaves a cloud of uncertainty over the industry, with one clear outcome: there will be no ACF mandate for the foreseeable future.

The Impact of CARB’s Decision

Glen Kedzie, an environmental regulations expert with E&E Strategies, summed it up in an interview with FreightWaves: “The bottom line here is that the ACF, and really, California’s move to electrify its trucks, is pretty much dead for now.”

At first glance, many assumed CARB’s decision to pull the waiver request was solely influenced by the likelihood that the incoming Trump administration would not approve it. However, experts suggest the reasoning is more complex.

Matt Schrap, CEO of the Harbor Trucking Association, pointed out that even under an administration that strongly supported alternative fuels, the waiver was never granted. “They could have, but they didn’t,” he noted, suggesting that CARB may have realized the ACF’s ambitious goals were not feasible.

Was the ACF Too Ambitious?

Both Kedzie and Schrap believe that the trucking industry’s longstanding concerns about the ACF may have finally resonated with the EPA. The trucking sector has long argued that the rule’s requirements were unrealistic and would create significant challenges for the industry.

“All the comments that were filed, all the meetings that took place—what CARB projected just didn’t line up with reality,” Kedzie explained. “So this wasn’t just about a political shift. This was the EPA truly questioning whether the rule was workable.”

Schrap echoed this sentiment, saying, “Ideally, this is an opportunity to step back and rethink the rule. There needs to be a realistic pathway forward.”

Chris Shimoda, senior vice president for government affairs at the California Trucking Association, agreed. He pointed out that some of the biggest challenges—like grid infrastructure constraints—were not fully understood when the rules were drafted. “A fleet or truck manufacturer can’t speed up the construction of transmission lines or substations,” he emphasized.

What Was the ACF Supposed to Do?

The ACF introduced several strict regulations. One of the key rules was a limit on how long internal combustion engine (ICE) trucks could remain in operation. Another requirement mandated that, starting in 2035, all new truck sales in California had to be zero-emission vehicles (ZEVs). The combination of these rules was expected to phase out diesel trucks by 2045.

However, with the waiver request withdrawn, California is now left with the ACT rule still in place, requiring more ZEVs to be sold—but no corresponding requirement for companies to buy them.

The Unexpected Consequences

Mike Hoheisel, a veteran truck sales expert focused on ZEVs, explained that the assumption was that both the ACT and ACF would be approved together. “They thought they were going to get the waiver for both,” he said, describing the rules as “co-working regulations.” The failure to secure the ACF waiver has created a regulatory gap that could disrupt the market.

Adding another layer of complexity is the Clean Truck Partnership, an agreement between CARB and several engine manufacturers. Under this deal, manufacturers agreed not to challenge California’s regulations in court in exchange for aligning the state’s 2024 nitrogen oxide (NOx) standards with federal rules that don’t take effect until 2027.

Meanwhile, several states have adopted California’s ACT requirements. Currently, ten states—Colorado, Maryland, Massachusetts, New Jersey, New Mexico, New York, Oregon, Rhode Island, Vermont, and Washington—are following California’s lead on vehicle emission standards. However, none of them have signed on to the now-defunct ACF.

Diesel Truck Sales Take a Hit

The lack of an ACF mandate, combined with the ACT rule, is already affecting diesel truck sales in these states. According to Hoheisel, “If you don’t sell ZEVs, you can’t increase your credits to sell more diesel trucks.” This means dealers are struggling to maintain ICE truck inventory while trying to push ZEV sales in a market without a purchasing mandate.

The result? “You’re basically going to see the destruction of diesel sales in ACT states, and dealerships will suffer,” Hoheisel predicted.

Shimoda added that while truck sales have remained steady nationwide, some California dealers have seen their inventory drop by more than 60%.

The Road Ahead

One major question looms: Will the Trump administration attempt to revoke CARB’s waiver for the ACT, granted in March 2023? If that happens, California and environmental groups are expected to challenge the decision in court. The legal battle could create even more uncertainty for truck manufacturers, fleet operators, and dealerships across the country.

For now, the trucking industry must navigate an uncertain regulatory landscape where the push for zero-emission trucks continues—but without a firm requirement ensuring their widespread adoption.

Why This Matters to a Fontana Truck Accident Lawyer

The trucking industry’s transition—or lack thereof—to zero-emission vehicles has significant implications for road safety, maintenance regulations, and accident liability. As fleets adjust to these changing rules, issues like vehicle maintenance, driver training, and compliance with federal and state laws could impact accident cases in Fontana and beyond. A Fontana truck accident lawyer must stay informed on these regulatory shifts to effectively represent clients affected by truck-related collisions.