Incentivizing Clean Air: Accelerating the Adoption of Zero-Emission Heavy-Duty Drayage Trucks

Julia Zeitlin is an incoming sophomore at Stanford studying Environmental Systems Engineering. 

I often step outside and take in a deep breath of fresh air without giving this simple act a second thought. However, throughout my time working at the California Air Resources Board (CARB), I have come to pay more attention to the air we breathe. Without regulatory agencies like CARB, California would likely be completely enveloped in smog, particulate matter, nitrogen oxides, potent greenhouse gases and other pollutants that erode our bodies and the environment. 

Since its founding in 1967, CARB has fought to set and enforce air quality standards that limit greenhouse gas (GHG) emissions and other sources of air pollution. 

I am proudly joining the team and working this summer in the Transportation and Toxics Division within the Freight Technology Advancement Branch. My research is focused on Class 8 drayage trucks, a type of heavy-duty on-road vehicle that transports containers and bulk goods to and from seaports, warehouses, and intermodal railyards. Medium and heavy-duty vehicles, including drayage trucks compose 10% of the US vehicle stock but contribute to over 25% of all transportation-related GHG emissions¹. 

Drayage trucks mainly operate near ports, most of which in California are located within 1 mile of a disadvantaged community (as defined by the CalEPA)². The residents of disadvantaged communities living near ports and their resulting air pollution are more likely to develop adverse health outcomes including respiratory and cardiovascular diseases³. 

Decarbonizing drayage truck fleets and transitioning to zero-emission trucks (battery-electric and fuel cell electric) will reduce air pollution, reduce statewide GHG emissions, and improve the quality of life of residents in disadvantaged communities bearing the brunt of on-road freight transportation pollution. 

Transitioning to zero-emission drayage trucks is a challenging and expensive feat. My work is focused on understanding how different levels of incentives can encourage the adoption of zero-emission trucks over trucks with internal combustion engines. 

My days at CARB are filled with meeting staff members from all over the organization that are experts excited to share their knowledge and connections to help me make progress on my research. Thus far, I have focused on writing a report and literature review of the current market for zero-emission Class 8 drayage trucks including total cost of ownership analyses, existing incentive opportunities, and studies that examine what factors drive the adoption of a zero-emission truck over an internal combustion engine truck. 

My research has been challenging as zero-emission heavy-duty truck technology is new and there is a lack of historical data pointing towards trends in adoption of these vehicles. There are currently a lot of gray areas within this industry including regulatory uncertainty with CARB being unable to enforce its Advanced Clean Fleets regulation (due to the EPA’s recent inaction). 

I think there is an exciting opportunity to analyze the effectiveness of incentives for other electric technologies (ie, battery-electric cars) and apply this model to commercial heavy-duty drayage trucks. 

I am excited to dive deeper and develop a model that helps inform CARB’s incentives for drayage trucks. 

The San Pedro Bay Ports (SPBP) conducted a feasibility assessment for zero-emission drayage trucks. SPBP estimated the price of an internal combustion engine (ICE) truck, battery-electric truck, and fuel cell electric truck. The upfront cost highlights the need for financial incentives to reduce initial barriers to electrification. 

¹  https://calstart.org/wp-content/uploads/2025/05/ZIO-ZET-June.pdf

²   https://ww2.arb.ca.gov/our-work/programs/drayage-trucks-seaports-railyards/drayage-seaports-and-railyards

³ https://www.epa.gov/air-research/research-near-roadway-and-other-near-source-air-pollution