California clears the way to ban new gas car sales

The California Air Resources Board voted Thursday afternoon to phase out the sale of new gasoline-powered cars in the Golden State.

The full effect of the binding decision will kick in more than 12 years from now, in 2035, when it will require most new cars and trucks sold in California to run exclusively on electricity or hydrogen.

The regulation will be phased in gradually until then, and it includes an exception for plug-in hybrids, allowing them to make up as much as 20% of new car sales even after 2035.

The regulation is the result of an executive order issued by Gavin Newsom back in 2020, as part of the California governor’s efforts to fight climate change. The requirements will not ban combustion engine vehicles from roads nor will it halt any used car sales in the state, but it is expected to accelerate the transition to zero-emission vehicles. Crucially, 16 other states and Washington, D.C. look to California to set stricter emissions standards and could follow with similar rules.

In the meantime, the landmark policy lays out graduated requirements for California, mandating that zero-emission vehicles make up 35% of new car sales by 2026, and 68% by 2030.

The state still has a long way to go before ridding its roads of overly pollutive vehicles: As of 2021, 12.4% of new cars sold in California were either battery-electric vehicles or plugin-in hybrids, per the state’s Energy Commission.

Though California leads the U.S. on the EV front, its rate of new plug-in sales trails Europe, which hit 22% in April. The EU is pursuing similar restrictions for 2035, and some countries, including Norway, aim to move faster.

Some legacy automakers, such as GM and Volvo, have already pledged to eventually go all electric, more or less aligning with younger firms like Tesla, Rivian, Lucid and Canoo. Other legacy businesses, like Toyota, have primarily focused on hybrids and are also teeing up future hydrogen fuel cell vehicles.

A ban by another name?

Gas-powered cars will still be welcomed on California roads even after all the sales requirements go into effect, the state’s Air Resources Board emphasized in an email to TechCrunch. “Not actually a ban,” said a spokesperson for the regulator. “The Advanced Clean Cars II regulation requires that all NEW vehicle sales be electric by 2035. Drivers with internal combustion vehicles at that time can keep them until the end of the vehicle life.”

Along similar lines, the Sierra Club, an environmental advocacy group, cast the new requirements as an essential “transition” rather than a ban. Regardless, the point is virtually the same — to restrict the sale of new gas vehicles because they’re wreaking havoc on the climate and our health.

“This is very significant, because it sends a strong signal that we need to shift to zero-emission vehicles,” said Katherine García, director of the Sierra Club’s Clean Transportation for All campaign. “This is common-sense action for protecting public health and for taking climate action.”

Building on this regulation will save lives, according to Dr. Lisa Patel, a clinical assistant professor of pediatrics at Stanford. “It is a health imperative that all states eventually ban gas-powered cars,” she said in an email to TechCrunch, pointing to a report from the American Lung Association. The lung health group estimated in March that a nationwide switch to EVs could save more than 100,000 lives over the next three decades.

“No child’s health today should be ruined by breathing in the toxic fumes generated by our gas-powered fleets,” Dr. Patel added, “particularly when we have the technological solutions to avoid it.”

Jeep parent company Stellantis will reportedly plead guilty to emissions fraud

The world’s fifth-largest automaker will reportedly soon plead guilty to end a multi-year investigation into its efforts to conceal the amount of pollution created by its diesel engines. According to Reuters, the US Justice Department and Dodge parent company Stellantis could announce as early as next week that the automaker has agreed to pay $300 million to settle allegations of crminal fraud. Stellantis declined to comment on the report.

The Justice Department began investigating Stellantis around 2019 when the automaker recalled nearly 1 million vehicles in the US and Canada for not meeting federal tailpipe emission standards. As of last year, the agency has announced criminal charges for just three Stellantis employees. The probe involved approximately 100,000 Ram pickup trucks and Jeep SUVs sold in the US.

The deal comes five years after Volkswagen famously pleaded guilty to its own emissions scandal. “Dieselgate” saw the German automaker eventually pay more than $20 billion in fines and legal settlements for installing illegal software designed to cheat government emissions tests. Since then, sales of diesel vehicles have plummeted in Europe and other parts of the world.

Editor’s note: This article originally appeared on Engadget.

Proterra to build commercial EV battery factory in South Carolina, its third in US

Proterra, an American commercial electric vehicle company that produces transit buses and electric charging systems, is opening up its third battery factory in Greer, South Carolina. The factory should begin production in the second half of 2022 with “multiple gigawatt hours of annual battery system production capacity,” according to the company.

Proterra did not disclose the specific production capacity expected at its South Carolina plant, but its two other plants in Burlingame, California and Los Angeles have a max annual capacity of 345 megawatt hours and 675 megawatt hours, respectively, according to Shane Levy, director of corporate communications.

Globally, the electric commercial vehicle market is estimated to reach $62.4 billion this year. With myriad government and corporate initiatives focused on decreasing emissions, the commercial EV sector is expected to grow at a compound annual growth rate of 17.3% over the next nine years, and automakers are racing to supply that demand. In January this year, General Motors announced its new commercial electric vehicle brand, Brightdrop, and in September, Ford beefed up its commercial EV unit ahead of the Ford E-Transit work van launch, to name a couple.

With this new plant, Proterra has committed to creating more than 200 jobs in South Carolina and investing a minimum of $76 million into the 327,000-square-foot plant, which is located at the 42.76-acre Carolina Commerce Center. The factory, which is located near the company’s electric bus manufacturing facility, is Proterra’s entry into producing batteries in the eastern U.S., which the company says will bring it closer to its “Proterra Powered” customers. In addition to building its own electric vehicles, Proterra partners with other automakers to integrate its powertrains into their vehicles. Daimler’s Saf-T-Liner C2 Jouley school bus from Thomas Built Buses, for example, is powered by Proterra, as are Volta’s new refrigerated trucks.

The Greer battery production site comes a year after Proterra opened its second battery factory within its existing EV bus manufacturing facility in Los Angeles. It will also be neighbors to commercial EV competitor Arrival, which recently shared plans to open its own battery module assembly plant in North Carolina. As more automakers begin producing EVs and wanting to control their own supply chain, more domestic battery assembly plants are sure to follow.

Proterra to build commercial EV battery factory in South Carolina, its third in US

Proterra, an American commercial electric vehicle company that produces transit buses and electric charging systems, is opening up its third battery factory in Greer, South Carolina. The factory should begin production in the second half of 2022 with “multiple gigawatt hours of annual battery system production capacity,” according to the company.

Proterra did not disclose the specific production capacity expected at its South Carolina plant, but its two other plants in Burlingame, California and Los Angeles have a max annual capacity of 345 megawatt hours and 675 megawatt hours, respectively, according to Shane Levy, director of corporate communications.

Globally, the electric commercial vehicle market is estimated to reach $62.4 billion this year. With myriad government and corporate initiatives focused on decreasing emissions, the commercial EV sector is expected to grow at a compound annual growth rate of 17.3% over the next nine years, and automakers are racing to supply that demand. In January this year, General Motors announced its new commercial electric vehicle brand, Brightdrop, and in September, Ford beefed up its commercial EV unit ahead of the Ford E-Transit work van launch, to name a couple.

With this new plant, Proterra has committed to creating more than 200 jobs in South Carolina and investing a minimum of $76 million into the 327,000-square-foot plant, which is located at the 42.76-acre Carolina Commerce Center. The factory, which is located near the company’s electric bus manufacturing facility, is Proterra’s entry into producing batteries in the eastern U.S., which the company says will bring it closer to its “Proterra Powered” customers. In addition to building its own electric vehicles, Proterra partners with other automakers to integrate its powertrains into their vehicles. Daimler’s Saf-T-Liner C2 Jouley school bus from Thomas Built Buses, for example, is powered by Proterra, as are Volta’s new refrigerated trucks.

The Greer battery production site comes a year after Proterra opened its second battery factory within its existing EV bus manufacturing facility in Los Angeles. It will also be neighbors to commercial EV competitor Arrival, which recently shared plans to open its own battery module assembly plant in North Carolina. As more automakers begin producing EVs and wanting to control their own supply chain, more domestic battery assembly plants are sure to follow.

44.01 secures $5M to turn billions of tons of carbon dioxide to stone

Reducing global greenhouse gas emissions is an important goal, but another challenge awaits: lowering the levels of CO2 and other substances already in the atmosphere. One promising approach turns the gas into an ordinary mineral through entirely natural processes; 44.01 hopes to perform this process at scale using vast deposits of precursor materials and a $5M seed round to get the ball rolling.

The process of mineralizing CO2 is well known among geologists and climate scientists. A naturally occurring stone called peridotite reacts with the gas and water to produce calcite, another common and harmless mineral. In fact this has occurred at enormous scales throughout history, as witnessed by large streaks of calcite piercing peridotite deposits.

Peridotite is normally found miles below sea level, but on the easternmost tip of the Arabian peninsula, specifically the northern coast of Oman, tectonic action has raised hundreds of square miles of the stuff to the surface.

Talal Hasan was working in Oman’s sovereign investment arm when he read bout the country’s coast having the largest “dead zone” in the world, a major contributor to which was CO2 emissions being absorbed by the sea and gathering there. Hasan, born into a family of environmentalists, looked into it and found that, amazingly, the problem and the solution were literally right next to each other: the country’s mountains of peridotite, which theoretically could hold billions of tons of CO2.

Around that time, in fact, the New York Times ran a photo essay about Oman’s potential miracle mineral, highlighting the research of Peter Kelemen and Jeurg Matter into its potential. As the Times’ Henry Fountain wrote at the time:

If this natural process, called carbon mineralization, could be harnessed, accelerated and applied inexpensively on a huge scale — admittedly some very big “ifs” — it could help fight climate change.

That’s broadly speaking the plan proposed by Hasan and, actually, both Kelemen and Matter, who make up the startup’s “scientific committee.” 44.01 (the molecular weight of carbon dioxide, if you were wondering) aims to accomplish mineralization economically and safely with a few novel ideas.

First is the basic process of accelerating the natural reaction of the materials. It normally occurs over years as CO2 and water vapor interact with the rock — no energy needs to be applied to make the change, since the reaction actually results in a lower energy state.

“We’re speeding it up by injecting a higher CO2 content than you would get in the atmosphere,” said Hasan. “We have to drill an engineered borehole that’s targeted for mineralization and injection.”

Diagram showing how carbon can be sequestered as a mineral.

Image Credits: 44.01

The holes would maximize surface area, and highly carbonated water would be pumped in cyclically until the drilled peridotite is saturated. Importantly, there’s no catalyst or toxic additive, it’s just fizzy water, and if some were to leak or escape, it’s just a puff of CO2, like what you get when you open a bottle of soda.

Second is achieving this without negating the entire endeavor by having giant trucks and heavy machinery pumping out new CO2 as fast as they can pump in the old stuff. To that end Hasan said the company is working hard at the logistics side to create a biodiesel-based supply line (with Wakud) to truck in the raw material and power the machines at night, while solar would offset that fuel cost at night.

It sounds like a lot to build up, but Hasan points out that a lot of this is already done by the oil industry, which as you might guess is fairly ubiquitous in the region. “It’s similar to how they drill and explore, so there’s a lot of existing infrastructure for this,” he said, “but rather than pulling the hydrocarbon out, we’re pumping it back in.” Other mineralization efforts have broken ground on the concept, so to speak, such as a basalt-injection scheme up in Iceland, so it isn’t without precedent.

Third is sourcing the CO2 itself. The atmosphere is full of it, sure, but it’s not trivial to capture and compress enough to mineralize at industrial scales. So 44.01 is partnering with Climeworks and other carbon capture companies to provide an end point for their CO2 sequestration efforts.

Plenty of companies are working on direct capture of emissions, be they at the point of emission or elsewhere, but once they have a couple million tons of CO2, it’s not obvious what to do next. “We want to facilitate carbon capture companies, so we’re building the CO2 sinks here and operating a plug and play model. They come to our site, plug in, and using power on site, we can start taking it,” said Hasan.

How it would be paid for is a bit of an open question in the exact particulars, but what’s clear is a global corporate appetite for carbon offsetting. There’s a large voluntary market for carbon credits beyond the traditional and rather outdated carbon credits. 44.01 can sell large quantities of verified carbon removal, which is a step up from temporary sequestration or capture — though the financial instruments to do so are still being worked out. (DroneSeed is another company offering a service beyond offsets that hopes to take advantage of a new generation of emissions futures and other systems. It’s an evolving and highly complex overlapping area of international regulations, taxes, and corporate policy.)

For now, however, the goal is simply to prove that the system works as expected at the scales hoped for. The seed money is nowhere near what would be needed to build the operation necessary, just a step in that direction to get the permits, studies, and equipment necessary to properly perform demonstrations.

“We tried to get like minded investors on board, people genuinely doing this for climate change,” said Hasan. “It makes things a lot easier on us when we’re measured on impact rather than financials.” (No doubt all startups hope for such understanding backers.)

Apollo Projects, a early stage investment fund from Max and Sam Altman, led the round, and Breakthrough Energy Ventures participated. (Not listed in the press release but important to note, Hasan said, were small investments from families in Oman and environmental organizations in Europe.)

Oman may be the starting point, but Hasan hinted that another location would host the first commercial operations. While he declined to be specific, one glance at a map shows that the peridotite deposits spill over the northern border of Oman and into the eastern tip of the UAE, which no doubt is also interested in this budding industry and, of course, has more than enough money to finance it. We’ll know more once 44.01 completes its pilot work.