Zero-Emissions Vehicles (ZEV): Vehicles that produce zero tailpipe exhaust emissions of any criteria pollutant or greenhouse gas under all possible operational modes or conditions.

Battery Electric Vehicles (BEV): Vehicles that run entirely on electricity and can be recharged from an outside energy source like the electricity grid. They use an electric motor instead of an engine and a battery pack instead of a fuel tank.

Hydrogen Fuel Cell Electric Vehicles (FCEV): Vehicles that use a hydrogen powered fuel cell instead of an engine to generate electricity for the batteries and electric motor. These vehicles generally utilize the same components as a battery electric vehicle, but with the addition of a hydrogen fuel cell and hydrogen storage tank.

Near-Zero Emission Vehicles (NZEV): Vehicles that combine a conventional gasoline, diesel or natural gas-powered engine with a battery that can be recharged from the electrical grid. The vehicle is capable of operating like a ZEV for a minimum number of miles. Also referred to as a “Plug-in Hybrid” vehicle with the acronym: PHEV.

Range: For battery electric vehicles the range is the distance a vehicle will travel, or is projected to travel, on electric power before its battery charge is exhausted. Range is an estimate that can vary based on battery size and can be reduced by payload, the grade of a hill, fcold and hot weather, aggressive driving, speeds -whether too high or low and, the use of accessories like lights and especially cabin climate controls. For fuel cell electric vehicles, the range is the distance a vehicle is projected to travel before there is no longer fuel available in the tank of the vehicle.

Regenerative Braking: The conversion of a vehicle’s kinetic energy into chemical energy which is stored in the battery-powered electric vehicle battery and can be used as electricity to power the electric motor.

Battery Pack: The complete power-storage component in a ZEV, including individual battery cells packaged into modules, they are also equivalent to a fuel tank on a conventional truck.

Electric Drive Train: The group of components that deliver power to the drive wheels to drive the vehicles forward. This is equivalent to the powertrain/transmission on a conventional truck.

Battery Management System: A system of supporting electronics and cooling components that control charging rates and battery temperature, which is similar to the radiator on a conventional truck.

Battery Capacity: The energy contained in an electric vehicle's battery pack. The vehicle’s range depends on the size of its battery, and how efficiently the vehicle uses that energy. The capacity is measured in kilowatt-hours, which is the ability of a battery to deliver a set power output (in kilowatts) over a period of time (in hours).

Voltage (Volts): The measure of electrical potential. Like pressure, it measures how strongly electricity is being "pushed" through a circuit. Voltage is measured in Volts. Volts = watts / amps.

Amperes (Amps): The measure of the flow of electricity. Like volume, it measures how much electrical charge is moving past a given point in one second. This term is used when describing the amount of electric current that a circuit can provide. Amps = watts / volts.

Kilowatt (kW): The measure of electrical energy that is equal to 1,000 watts. This unit of measure is commonly used throughout the ZEV charging and operations space. A 50 kW charger is five times more powerful than a 10 kW charger. Using a water pipe analogy, it refers to how much water (or energy) is flowing through a pipe at any point in time. Kilowatts can also be converted to horsepower as a measure of power, where 1 kW equals 1.34 horsepower.

Kilowatt-Hour (kWh): The measure of how much electrical energy flows (generally used or dispensed) over one hour. Using a water pipe analogy, you can think of kWh as the equivalent to how much water comes out of the pipe and into a bucket in one hour. The size of a ZEV battery is measured in kWh, which describes the total energy capacity. If the useable battery capacity is 100 kWh, and the vehicle gets two miles per kWh, then the range would be 200 miles per charge. kWh = (KW × hrs).

Level 1 Charger: Charging equipment that uses 110/120 volts, which is typical of most standard North American household outlets. Level 1 charging power output varies slightly but is typically between 12 amps and 16 amps of continuous power. At these levels of output, a Level 1 charger is estimated to deliver an average power output of about 1.3 kW to 2.0 kW. Level 1 chargers are less commonly used in the commercial space.

Level 2 Charger: Charging equipment that uses 208/240 volts, which is typical of most outlets used to power a clothes dryer or an oven. Level 2 chargers are available with a variety of power outputs from 16-40 amps which can deliver between anywhere from about 3 kW to 20 kW of power. Most light-duty (Class 2b-3) battery electric vehicles are a good fit for Level 2 charging, but most medium-duty (Class 4-6) vehicles can also utilize this level charger if they have significant down time available to charge, such as overnight.

Direct Current (DC) Fast Charger: The highest-powered chargers on the market can provide up to 350 kW of capacity today and potentially several thousand kW in the future. A DC fast charger can typically provide a full charge to a BEV with a 100-mile range battery in about 30 minutes. Vehicles with larger batteries or vehicles with less time to charge are more likely to need DC Fast Charging.

Depot Charging: A charging strategy that involves charging a BEV at the fleet’s parking area commonly using Level 2 chargers and DC fast chargers.

Opportunity charging: A charging strategy that involves adding a partial charge to a BEV during daily operations when moments of downtime are present such as loading or unloading. The specific strategy varies with a vehicle’s route and often includes using DC fast chargers.

Fuel Cell: The fuel cell generates electrical power and is equivalent to an engine on a conventional vehicle.

Hydrogen Tank: Typically made of overwrapped composites, such as carbon fiber, to store hydrogen; equivalent to a fuel tank on a conventional vehicle.

Learn more about zero-emission vehicle terms using the following resources:

Drive Clean Glossary of Terms ►
Green Cars Electric Car Terminology ►
Cars.com - Electric Vehicles: Understanding the Terminology ►

How does charging work for battery electric vehicles (BEVs)?

Much like conventional vehicles, BEVs need to be regularly refueled but instead of refueling with a gas pump, BEVs need to be plugged into an electric energy source or charging equipment. The amount of time needed to charge depends mostly on the power output of the outlet or charging station and the vehicle’s ability to receive a charge. The higher the station’s output or voltage rating, the faster the charging.

Electric vehicle chargers are classified into three categories with varying voltage ratings: Level 1 Charging uses 110/120 volts, a Level 2 uses 208/240 volts, and a DC fast charger uses between 200 and 600 volts. Numerous manufacturers produce chargers with a variety of products and varying prices, applications, and functionality. Battery electric vehicles also have varying battery capacity, which will also play a part in how long charging will take. In general, the higher the battery capacity (measured in kWh) that a vehicle's battery contains, the faster charging will be, and the further the vehicle’s range will be, although many limiting factors need to be considered. For example, temperature can play a part in the speed at which batteries charge. There are also ways to maximize the usage of a BEV by using smart charging techniques to minimize the charging downtime. For example, a BEV doesn’t charge at a constant rate, it fluctuates during the charge and generally charges faster up to a certain percentage. Charging rates are faster at the beginning of the charge compared to when the battery gets closer to 100 percent capacity. Therefore, many BEV operators may choose to stop charging at 80 percent or 90 percent instead of a full 100 percent charge to spend their time more efficiently.

Commercial BEVs can be charged at a privately owned power source, which could be a garage at a residence, or at a facility’s parking lot (depot charging). They can also be charged at a public power source or charging station. This strategy usually involves charging a BEV in the middle of a vehicle’s route using a DC fast charger, usually ending the charging process before the battery is completely full. There are also products available today to offer mobile charging options to fleets, with more manufacturers exploring these options all the time. Every BEV owner will need to consider their charging strategy based on their available resources and they should work with their local energy utility early in the planning process to determine what will work best.

BEVs currently use an array of charging connector types. The SAE J1772 or J connector, is common for Level 1 and 2 chargers. The Combined Charging System or CCS Type 1 connector, combines the J connector with DC fast charging prongs on the bottom and is much faster. Finally, the SAE 3068 connector was developed with commercial charging in mind and while it is less common today, we can expect to see the technology become more common for the medium and heavy-duty vehicle market.

Learn more about battery electric vehicle charging using the following resources:

Cal eVIP Electric Vehicle Charging 101 ►
NRDC Electric Vehicle Charging 101 ►
Drive Clean Electric Car Charging Overview ►
CVRP EV Charging Station Map ►
U.S Department of Energy Alternative Fuels Data Center: Electricity ►





What are the benefits of battery electric vehicles?

• While upfront vehicle costs for BEVs are currently higher than conventional vehicles, the total cost of ownership is typically lower. Electricity costs for fuel are generally lower than conventional fuels, although the fuel economy of medium- and heavy-duty BEVs is dependent on the load carried and the duty cycle. In the right applications these vehicles maintain a strong fuel cost advantage over their conventional counterparts. Also, upfront prices are likely to decrease to match conventional vehicles as production volumes increase and battery technologies continue to improve.


• BEVs report higher fuel efficiency because electricity is fundamentally more efficient than conventional fuels. Additionally, frequent starting and stopping and elevation decline allows BEVs to utilize regenerative braking systems to recapture energy, which extends the vehicle’s range.


• Electric motors have far fewer moving parts and do not require regular oil changes, spark plugs or fuel filters. Regenerative braking also extends the lifespan of brake pads by using the electric motor to decelerate the vehicle. These advantages lead to lower overall maintenance costs and increased savings.


• Using more energy efficient vehicles is an important part of the United States’ energy security and minimizes the need for imported oil. Also, the multiple fuel sources used in the generation of electricity results in a more secure and domestically generated energy source for the electrified portion of the transportation sector.


• BEVs produce zero tailpipe emissions, although the production of electricity may generate emissions affecting air quality.


• Drivers experience a more responsive motor, quieter ride, and less vibration. These vehicles typically also have great handling capabilities. The battery pack lowers the vehicle’s center of gravity, providing superior weight distribution and stability, and improved cornering that minimizes rollover risk.

• Many heavy-duty vehicle owners say that limited range is their number one barrier to BEV adoption. While this may be an issue with early models, there are commercially available battery electric heavy-duty trucks capable of driving over 200 miles on a single charge. This range is ideal for urban deliveries, drayage, and other operations that do not require longer ranges. Additionally, new options for battery electric heavy-duty trucks capable of traveling longer ranges are being developed and are expected to reach the market soon.


• Upfront costs are currently higher for battery electric vehicles (BEVs) than for conventional vehicles, although a combination of declining costs, incentives, and innovative financing models can lower these upfront investments and reduce the impact. CARB is currently prioritizing financial incentive projects that will help ease adoption of zero-emission vehicles. For example, the Hybrid & Zero-Emission Truck & Bus Voucher Incentive Program (HVIP) offers point-of-sale discounts for zero-emission trucks and buses by working directly with dealers to apply the incentive at time of purchase.


• Battery prices remain a significant reason for the higher upfront cost of the battery electric vehicle. However, as the sales and production of commercial zero-emission vehicles increase, manufacturers will be able to provide battery producers with higher levels of demand and certainty, so battery pack prices are expected to decline across all types of vehicles.


• Battery electric trucks rely on electric charging infrastructure, which requires a shift for many owners in terms of measuring the range their vehicle can operate per charge and ensuring availability of charging locations. Vehicle owners may need to consider different charging strategies and this will often require planning ahead of time. Installation of electric charging infrastructure may have site limitations, result in additional construction costs, and require substantial planning. Many fleet owners will need to utilize publicly available charging infrastructure which is yet to be widely available. To address this, California has invested heavily in electrical utility infrastructure. The California Public Utilities Commission (CPUC) and the state’s investor-owned electric utilities (IOUs) are working towards accelerating widespread transportation electrification by ensuring that electric rates make electric vehicle charging cheaper than fueling with gasoline or diesel. The California Energy Commission (CEC) offers Energy Infrastructure Incentives for Zero-Emission Commercial Vehicles (EnergIIZE Commercial Vehicles), which provide incentives for electric charging and hydrogen fueling infrastructure to support fleets. Also, the Low Carbon Fuel Standard (LCFS) program creates incentives and a potential funding stream for electric charging infrastructure via a market-based system of tradable credits for clean fuel production.

How does fueling work for hydrogen fuel cell electric vehicles (FCEVs)?

Like all electric vehicles, fuel cell electric vehicles (FCEVs) use electricity to power an electric motor. In contrast to other electric vehicles, FCEVs produce electricity using a fuel cell powered by hydrogen, rather than drawing electricity from an off-vehicle battery charger. FCEVs are fueled with pure hydrogen gas stored in a tank on the vehicle. Like conventional internal combustion engine vehicles, they can fuel in about 20 minutes and can expect ranges all the way up to 750 miles.

Medium- and heavy-duty FCEVs can be fueled by finding a public station that is accessible for larger vehicle types. Not all vehicle types will have room to access fueling at every available hydrogen station. Mobile hydrogen fuelers, where liquefied or compressed hydrogen and dispensing equipment is stored onboard a trailer, are also available today to support the expansion of hydrogen infrastructure.


Learn more about hydrogen fuel cell electric vehicles charging using the following resources:

U.S Department of Energy Alternative Fuels Data Center: Hydrogen ►
U.S Department of Energy Hydrogen Station Locator ►
CA Fuel Cell Partnership Station Map ►
CA Fuel Cell Partnership FAQ ►
Zero Emission Vehicle (ZEV) Infrastructure Topics ►





What are the benefits of hydrogen fuel cell electric vehicles?

• A hydrogen fuel cell electric vehicle (FCEV) emits only water vapor and warm air, and is considered a zero-emission vehicle, although the production of hydrogen may generate emissions affecting air quality.


• Hydrogen fuel can be produced domestically from many sources such as natural or renewable gas, solar energy, wind, hydro, and biomass. When used to power highly efficient fuel cell electric vehicles, hydrogen fuel helps to strengthen national energy security, conserve fuel, and diversify our transportation energy options.


• Hydrogen refueling is faster than charging battery electric vehicles. Refueling times can be as low as 10 minutes, and the refueling process is nearly the same as fueling with compressed natural gas (CNG). Similarities to conventional refueling make transitioning from conventional fuel types to hydrogen fuel cells more adaptable for some users.


• Hydrogen fuel cell technology can handle tough conditions, including cold environments as low as -40 degrees Fahrenheit, weather environments like hurricanes, deserts, and winter storms.


• Hydrogen fuel cell electric vehicles are safe. There has not been a single case of an FCEV accident because of leaking hydrogen. Unlike conventional fuels, hydrogen is non-toxic, it disperses quickly when released into the air, has lower risk of secondary fire, and is less explosive.

• Upfront costs for hydrogen fuel cell electric vehicles (FCEV) are currently higher than for conventional vehicles, although a combination of declining costs, incentives, and innovative financing models can lower these upfront investments and reduce the impact. CARB is currently prioritizing financial incentive projects that will help ease adoption of all zero-emission vehicles. For example, the Hybrid & Zero-Emission Truck & Bus Voucher Incentive Program (HVIP) offers point-of-sale discounts for zero-emission trucks and buses by working directly with dealers to apply the incentive at time of purchase.


• Hydrogen fueling infrastructure availability is important to consider when deciding to deploy a FCEV. There are currently 52 hydrogen fueling retail stations open to the public in California today, with a majority located in larger cities and metropolitan areas. Many stations may be suitable for medium-duty trucks to fuel, while four stations are specifically designated for heavy-duty vehicle fueling. The State of California is working to build 200 hydrogen refueling stations by 2025, with plans for 13 of those to offer fueling for heavy-duty vehicles. The California Energy Commission (CEC) has recently rolled out a new program offering Energy Infrastructure Incentives for Zero-Emission Commercial Vehicles (EnergIIZE Commercial Vehicles). The program will provide incentives for new electric charging and hydrogen fueling infrastructure projects to support fleets. The Low Carbon Fuel Standard (LCFS) program is also incentivizing the increase in hydrogen fuel availability. The program creates a potential funding stream for fueling infrastructure through a market-based system of tradable credits for clean fuel production. The U.S. Department of Energy has also launched a new program, Hydrogen Shot, to kickstart cost reduction and ramp up hydrogen production. This work and the increase in hydrogen fuel cell vehicle adoption will help to greatly increase the widespread availability of hydrogen fuel stations.


• The hydrogen fuel production process is complex, and the high price of hydrogen today makes fuel cell vehicles more costly to operate. With new manufacturer requirements going into effect and more investment in the zero-emission market, the outlook is positive for an increase in fuel cell technology availability at lower cost. As vehicle production increases, prices will fall.

Why is California pushing the transition to zero-emission trucks?

While medium-duty and heavy-duty vehicles make up only 6 percent of the vehicles registered with the California DMV, they account for over 20 percent of the greenhouse gas (GHG) emissions and almost 50 percent of emissions from oxides of nitrogen (NOx). By transitioning to zero-emission technologies for our commercial fleets, California will significantly lower cancer-causing pollutants and reduce emissions to help stabilize the climate, which is a benefit to all communities. Many Californians live, work, play and attend schools adjacent to the ports, railyards, distribution centers, and freight corridors and experience the heaviest truck traffic. Zero-emission transportation will benefit all Californians and most importantly, the communities who are most burdened by air pollution and air toxics.

A comprehensive statewide strategy is taking place to reduce emissions from transportation to protect public health and meet climate goals, including economy-wide carbon neutrality by 2045. California is working towards achieving the Governor’s Executive Order N-79-20, which aims to reach a 100 percent zero-emission drayage truck and off-road equipment population by 2035 and 100 percent zero-emission medium- and heavy-duty vehicle population by 2045, where feasible. Additional emission reductions from all freight sources, including trucks, are also essential to meeting air quality standards that will be put forth by the 2022 State Implementation Plan (SIP) Strategy.

Resources on transportation electrification goals:

Governor’s Executive Order B-55-18 to Achieve Carbon Neutrality ►
Governor’s Executive Order N-79-20 ►
2022 State Strategy for the State Implementation Plan ►

How can fleet owners afford to own and operate zero-emission vehicles?

Zero-emission vehicles have higher upfront costs but have lower operating costs than conventional vehicles. Today, the total cost of ownership in California is similar to ownership of conventional vehicles for certain duty cycles, without grants or rebates. As technology continues to improve, the total cost of ownership is expected to become even more favorable. Incentives are currently available to offset a majority of, or all of, the higher vehicle purchase costs and the early infrastructure costs to help fleets begin transitioning to zero-emission vehicles today.

Both the federal government and the State of California are currently offering incentives for purchasing zero-emission vehicles. The Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) offers point-of-sale discounts to drive the commercial technology transformation and a new push is in motion to prioritize smaller fleets. A pilot project within HVIP, called Innovative Small E-fleets, is exploring ways to better support zero-emission trucks purchased by small fleets and independent owner-operators. Some ideas include innovative mechanisms such as flexible leases, truck as a service, assistance with infrastructure, individual owner planning assistance and more.

The California Public Utilities Commission (CPUC) and the state’s investor-owned electric utilities (IOUs) are working towards accelerating widespread transportation electrification by ensuring that BEV charging electric rates remain affordable compared to conventional fuels. This also includes individual incentive programs that are available to assist customers with infrastructure buildouts.

The California Energy Commission has recently rolled out the first incentive project for zero-emission truck and bus infrastructure. The $50 million-dollar multi-year EnergIIZE program will offer incentive funds for the infrastructure needs of the companies and public agencies that plan to use zero-emission vehicles.

Learn more about the costs of zero-emission vehicles using the following resources:

Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project ►
ZEV Total Cost of Ownership Calculator (Excel Download) ►
EnergIIZE Commercial Vehicle Project ►

What does the zero-emission vehicle market look like today?

All major vehicle manufacturers have upcoming medium- and heavy-duty ZEV plans and all but one have ZEV models in development with plans to launch them commercially by 2024. Today, there are over 100 Class 2b-8 commercial ZEV models available in North America from multiple manufacturers in every vehicle weight class category. Like heavy-duty combustion vehicles, many of these vehicles are manufactured as incomplete cab-and-chassis vehicles that can be equipped with a variety of body types to perform various functions. According to CalStart’s Zero-Emission Technology Inventory (ZETI) Analytics, there will be 594 ZEV truck and bus models available internationally by the end 2022. This shows that the ZEV market is rapidly expanding internationally, and that these same drivetrains or configurations could be made available in California with minimal additional engineering.

Also, several states are following California’s lead and will be adopting zero-emission regulations. Nineteen jurisdictions have signed a Multi-State Zero Emission Medium- and Heavy-Duty Vehicle Memorandum of Understanding to work together to foster a self-sustaining market for zero-emission medium- and heavy-duty vehicles through the existing Multi-State ZEV Task Force, which will serve as a forum for state coordination, collaboration and information sharing on market enabling actions, research, and technology developments. The signatories include California, Colorado, Connecticut, the District of Columbia, Hawaii, Maine, Maryland, Massachusetts, New Jersey, New York, North Carolina, Oregon, Pennsylvania, Rhode Island, Vermont, Washington, Virginia, Nevada, and Quebec.

The California Air Resources Board (CARB) has developed several zero-emission regulatory requirements and incentive programs in recent years. The Innovative Clean Transit regulation requires a phase in of zero-emission bus purchases, ultimately resulting in 100 percent zero-emission fleets by all public transit agencies by 2040. CARB has also set new zero-emission powertrain standards and certification processes that will reduce variability in the quality and reliability of heavy-duty electric and fuel cell electric vehicles. CARB also recently passed a first-in-the-world rule – the Advanced Clean Trucks regulation (ACT) – which requires truck manufacturers to increase sales of diesel trucks and vans to electric zero-emission trucks beginning in 2024. This adopted regulation will help ensure that manufacturers offer affordable zero-emission choices to fleets, while also delivering on accelerated air quality benefits to the communities that need it the most. Six additional states have also adopted California’s Advanced Clean Trucks regulation, mandating the phase in of zero-emission truck sales in their states. These states include Oregon, Washington, New York, Massachusetts, and New Jersey. With many states on the path to follow California’s lead on zero-emission transportation CARB staff expect the economies of scale will drive down the price of zero-emission vehicles and infrastructure.

Market Availability Resources:

CALSTART's Zero-Emission Technology Inventory Tool ►
SDG&E EV Availability Guide ►
HVIP Vehicle Catalog ►
U.S. DOE Alternative Fuel Vehicle Database ►

How will California set up the infrastructure needed for this zero-emission transition?

CARB, California Governor’s Office of Business and Economic Development (Go-Biz), the California Energy Commission (CEC) and other agencies and utilities in the state are working closely to ensure this transition is a success. Investments and strategic planning are happening throughout the state. The CEC is the primary agency tasked with supporting infrastructure and has begun developing the first incentive project for zero-emission truck and bus infrastructure. The $50 million-dollar multi-year EnergIIZE project will benefit communities most impacted by transportation-related pollution by meeting essential infrastructure needs of companies and public agencies committed to replacing old, polluting equipment with clean battery-electric and hydrogen options. The California Public Utilities Commission (CPUC) and the state’s six investor-owned electric utilities (IOUs) are working towards accelerating widespread transportation electrification and ensuring that electric rates make electric vehicle charging cheaper than fueling with gasoline or diesel. Also, the Low Carbon Fuel Standard (LCFS) program creates incentives and a potential funding stream for electric charging infrastructure via a market-based system of tradable credits for clean fuel production.

Infrastructure Resources:

Plug-in Electric Vehicle Charging Station Progress ►
Hydrogen Fueling Station Progress ►
PG&E’s EV Fleet Electrification Page ►
SCE Charge Ready Transport Program ►
SDG&E Power Your Drive for Fleets Program ►

1. Learn about zero-emission vehicles.

There is a lot to learn when it comes to battery electric vehicles, hydrogen fuel cell electric vehicles, fueling, infrastructure, regulations, and available incentives. Spend time tuning into a training course or visit the numerous resources linked on this page.


Educational Resources:

Drive Clean Glossary of Terms ►
Green Cars Electric Car Terminology ►
Cars.com - Electric Vehicles: Understanding the Terminology ►
Run on Less: Electric Truck Education Boot Camp Training ►