By Les Simonson, CleanFleets.net
During the last Golden Gate Chapter meeting, I spoke to WSTA members who shared their frustration about the confusion that exists regarding application of the Drayage Truck Regulation versus the broader Statewide Truck and Bus regulation. Questions were specifically about operation on/off the Port of Redwood City.
For those members that I have not met, I am new to CleanFleets but “old” as it relates to CARB enforcement issues. I managed the Truck and Bus Regulation enforcement for six years prior to my retirement in 2015. My new role is to assist WSTA members and truckers statewide in having as much bulletproof documentation and support as required to avoid costly penalties.
In December 2007, the California Air Resources Board (ARB) approved a new regulation to reduce emissions from drayage trucks transporting cargo (containerized, bulk, or break-bulk goods) to and from California’s ports and intermodal rail yards. California Code of Regulation, Title 13, Section 2027, applies to all drayage trucks, i.e., on-road diesel-fueled heavy-duty class 7 or class 8 vehicles (GVWR greater than 26,000 lb.), throughout California that transport cargo going to or coming from California’s ports and intermodal rail yards. This is a phased-in regulation which at this time requires that all drayage trucks must be equipped with a 1994 or newer model year engine that meets or exceeds 2007 model year California or federal emission standards. Beginning January 1st, 2023, all drayage trucks will be required to meet 2010 model year California or federal emission standards.
- Drayage trucks:
- Must be registered in the Drayage Truck Registry
- Meet emission standards by required dates
- Ensure the truck driver provides enforcement personnel the following when requested:
- Motor carrier business name and address
- Motor carrier contact name and phone number
- Bill of lading or tracking number
- Documentation showing the cargo’s destination and origin
- Ensure all emission control technologies of the truck are properly working.
The regulation does not apply to certain types of vehicles, including emergency vehicles, military tactical support vehicles and dedicated use vehicles. Trucks exempt from the regulation include uni-body vehicles, such as fuel delivery vehicles, concrete mixers, logging trucks that haul only logs, vehicles using a power take off (PTO), and on-road mobile cranes. Many dump truckers and other exempt truck types applied for and were issued “Exempt” stickers for the Drayage Truck Regulation. This led many to believe that they were magically exempted from all CARB rules, which is not the case. The Truck and Bus Regulation applies to all Class 4 and larger trucks, even those exempted from the Drayage Truck Regulation.
The regulation establishes requirements for drayage truck drivers, drayage truck owners, motor carriers that dispatch drayage trucks, port and marine terminals, intermodal rail yards, and port and rail authorities. Motor carriers must ensure that dispatched trucks are compliant with the regulation and keep dispatch records for five years. Terminals are required to collect information from each noncompliant truck entering their facility and report it to their respective port or rail authority, who then reports this information to the California ARB.
Dray-off is illegal. Dray-off is when a container, cargo, chassis, etc., is transferred from a compliant drayage truck to a non-compliant drayage truck anywhere in the state of California.
I am grateful to the WSTA for inviting me to the Golden Gate Chapter meeting. You can email Service@CleanFleets.net with any questions related to this article or call 916-520-6040, Ext 102 for discounted services for WSTA members. I look forward to serving members in the future with their CARB compliance issues.