What Got Repealed, What Still Applies, and What It Means for Your Freight
CARB repealed the ACF drayage mandate. But if you think that means nothing changed for trucks moving containers in and out of California ports, you’re working with incomplete information.
This post is informational and does not constitute legal or regulatory compliance advice.
Key Takeaways
- ACF drayage mandate — repealed. CARB dropped it in October 2025 after the EPA waiver failed. No carrier ever had to comply.
- Port rules — still active. LA and Long Beach still charge $10/TEU on non-ZEV drayage trucks and still target 100% ZEV drayage by 2035.
- ACT manufacturer mandate — still active. Truck makers must sell 100% ZEVs by 2036. Diesel availability will shrink regardless.
- Incentive money — still flowing. Up to $300,000 per truck through stacked HVIP and port programs. Port of LA opened $75M in new funding in July 2026.
- Bottom line: the state mandate is gone, but the market and port-level pressure is not.
What Is the Advanced Clean Fleets Rule?
The Advanced Clean Fleets (ACF) regulation was adopted by the California Air Resources Board (CARB) in April 2023. It was California’s most aggressive push to transition medium- and heavy-duty trucks to zero-emission vehicles (ZEVs).
The Three Fleet Categories Under ACF
ACF split California’s truck fleets into three groups, each with separate timelines:
Drayage fleets — Class 7 and 8 trucks transporting containers at California seaports and intermodal railyards. The most aggressive timeline: all new registrations ZEV starting January 2024, all drayage trucks ZEV by 2035.
High-priority and federal fleets — Private companies with 50+ trucks or $50M+ annual revenue, plus federal agencies. Required to begin purchasing only ZEVs starting January 2024, or meet graduated fleet composition milestones.
State and local government fleets — Any government agency operating medium or heavy-duty vehicles. Required 50% ZEV purchases starting 2024, 100% by 2027.
What Were the Original Drayage Requirements?
Starting January 1, 2024: all newly registered drayage trucks must be ZEV. Starting January 1, 2025: CARB removes legacy ICE drayage trucks from the registry when they reach 18 years or 800,000 miles (minimum 13 years if over 800K miles). By 2035: every drayage truck in California must be zero-emission.
None of these requirements were ever enforced.
What Got Repealed — and Why
The Failed EPA Waiver
CARB needed a Clean Air Act waiver from the U.S. EPA to enforce ACF against private, federal, and drayage fleets. The Biden-era EPA never acted on the application. When the incoming Trump administration signaled it would deny the request, CARB withdrew its waiver application in January 2025. Without the waiver, CARB had no legal authority to enforce the drayage or private fleet provisions.
The Legal Settlement and Repeal Timeline
Simultaneously, a coalition of 17 states led by Nebraska, along with trucking industry groups including SEMA, NTEA, and CTA, challenged ACF’s legality in court. In May 2025, CARB agreed to a settlement: formally propose the repeal of the High-Priority Fleet and Drayage Fleet provisions by October 31, 2025, with final approval from California’s Office of Administrative Law (OAL) due by August 31, 2026.
CARB voted to repeal in October 2025. As part of the settlement, CARB also agreed not to enforce the 2036 ban on ICE truck sales unless it secures a new EPA waiver, which is unlikely under the current administration.
What the Repeal Means for Carriers and Drayage Operators
Private fleets, federal fleets, and drayage operators are no longer subject to any ACF purchase mandate. CARB suspended enforcement retroactively to November 1, 2023, the original effective date, meaning no carrier was ever legally required to comply with the drayage provisions.
What’s Still in Effect After the Repeal
This is where most coverage of the ACF repeal stops. It shouldn’t.
ACT Manufacturer Sales Mandate — Still Active
The Advanced Clean Trucks (ACT) rule is a separate CARB regulation that requires truck manufacturers to sell increasing percentages of ZEV trucks, reaching 100% by model year 2036. Unlike ACF, ACT has a valid EPA waiver. It remains fully in effect.
What this means practically: even without a fleet purchase mandate, ZEV trucks will increasingly be the only new trucks available to buy in California. Diesel Class 8 availability will shrink over the next decade regardless of what happened to ACF.
Port of LA / Long Beach Clean Truck Program — Still Active
The San Pedro Bay ports operate their own Clean Air Action Plan, independent of CARB’s ACF regulation. Key rules that apply to every drayage truck entering port terminals right now:
Port Drayage Truck Registry: Every truck must be enrolled. An unregistered truck cannot enter a terminal.
Clean Truck Fund Rate: $10 per loaded TEU, charged on containers hauled by conventional (non-ZEV) trucks. ZEV trucks are permanently exempt. Low-NOx trucks have a temporary exemption through December 31, 2027.
2035 ZEV goal: The ports’ own target of 100% zero-emission drayage remains in place.
Active incentive funding: Over 540 ZEV trucks are already operating at the ports. The Port of LA launched a $75 million incentive program in July 2026. The ports have collected over $123 million through the Clean Truck Fund Rate since April 2022.
State and Local Government Fleet Requirements — Still Active
Public fleet ZEV purchase requirements remain, with amendments providing more flexibility: 50% ZEV purchases required (extended three years from the original timeline), 100% ZEV purchases by 2030. Small fleets and low-population counties are exempt until 2030.
Repealed vs. Still Active — Side by Side
| Provision | Status (August 2026) |
| ACF – Drayage fleet ZEV mandate | Repealed |
| ACF – High-priority private fleet mandate | Repealed |
| ACF – Federal fleet mandate | Repealed |
| ACF – 2036 ban on new ICE truck sales | Not enforceable without EPA waiver |
| ACF – State/local government fleet requirements | Still active (amended) |
| ACT – Manufacturer ZEV sales mandate | Still active (has EPA waiver) |
| Port of LA/LB Clean Truck Program + $10/TEU rate | Still active (independent of CARB) |
| Port Drayage Truck Registry requirement | Still required for port entry |
What Is the Clean Truck Fund Rate and Does It Still Apply?
Yes. The Clean Truck Fund Rate is $10 per loaded TEU, charged on containers entering or exiting the Ports of Los Angeles and Long Beach when hauled by a non-zero-emission truck. ZEV trucks are permanently exempt. Low-NOx trucks have a temporary exemption through December 31, 2027. The rate is a port tariff charge on cargo owners, importers cannot opt out. It is collected by PortCheck and funds ZEV incentive programs at both ports.
How Much Does It Cost to Go Zero-Emission Right Now?
Class 8 battery-electric trucks currently list between $300,000 and $500,000. But incentive stacking can close much of the gap with diesel:
| Program | Amount per truck | Eligibility |
| California HVIP Drayage Set-Aside | $150,000 | Fleets operating at CA ports |
| Port of LA $75M incentive (July 2026) | Up to $300,000 (with HVIP stack) | LMCs in Port Drayage Truck Registry, min 10 Class 8 trucks |
| Port of LA/LB Clean Truck Fund Plus Up | $75,000–$100,000 stacked on HVIP | LMCs in Port Drayage Truck Registry |
| Federal EPA Clean Ports Program | Varies | Part of $600M+ San Pedro Bay investment |
At maximum stacking, qualifying fleets can access $250,000–$300,000 per truck, bringing net cost close to diesel parity on the vehicle itself. Charging infrastructure, depot upgrades, and utility costs add to total cost of ownership. Note: incentive funds are first-come, first-served and close when exhausted. Verify current availability before planning purchases.
What Should Carriers Do Right Now?
If You Run Drayage at California Ports
Confirm your Port Drayage Truck Registry enrollment is current. Understand that the $10/TEU Clean Truck Fund Rate applies to your non-ZEV trucks, your shipper customers are paying it. Evaluate the ZEV incentive math while funding is still available. Monitor the ACT manufacturer mandate timeline. new diesel Class 8 truck availability will shrink over the next decade.
If You Run Intermodal or General Freight in the Central Valley
No ACF purchase mandate currently applies to private carriers. But the ACT manufacturer rule will affect what’s available to buy within the next decade. Used diesel truck values may shift long-term as ZEV supply grows. Shippers with environmental reporting requirements will increasingly ask carriers about emissions profiles and fleet transition plans. Staying informed now avoids scrambling later, the same lesson we covered in our look at how tariffs are reshaping California freight lanes.
What Should Shippers Ask Their Drayage Carrier?
Five questions before booking drayage in California:
- Is your fleet enrolled in the Port Drayage Truck Registry?
- Do you operate ZEV trucks, and can you assign one to my loads? (Avoids the $10/TEU Clean Truck Fund Rate.)
- What’s your fleet’s current emissions profile? (Matters for Scope 3 reporting.)
- Are you planning ZEV purchases under any current incentive program?
- How does the ACF repeal affect your fleet investment timeline?
A carrier who can answer these clearly is one who understands the regulatory landscape, and that’s the kind of partner worth keeping. Here’s our guide on choosing the right freight brokerage partner in California.
How Roadies Inc Is Navigating This Transition
Roadies Inc operates out of Bakersfield, on the corridors that connect Southern California’s ports to the Central Valley and beyond. Whether your freight needs standard freight services on established lanes, logistics coordination with real-time tracking, or access to ZEV-capable drayage carriers through our brokerage network, we stay on top of what’s changing so you don’t have to.
Our cross-dock facility handles load consolidation before port corridor runs, our trailer fleet supports the equipment configurations California freight demands, and our shipping operations are built around the compliance requirements that come with moving freight in this state. We covered how technology supports all of this in our post on how Roadies Inc works smarter with fleet management tools.
The carriers and shippers who plan for this transition now, while incentive money is still flowing and diesel trucks are still available, are the ones who won’t be scrambling when the market catches up to the regulation.
Frequently Asked Questions
Is the California ACF drayage rule still in effect?
No. CARB voted to repeal the drayage fleet provisions in October 2025 after failing to secure a federal EPA waiver. Enforcement was suspended retroactively to November 2023. No carrier was ever legally required to comply.
Do drayage trucks in California still need to be zero emission?
Not under CARB’s ACF rule. However, the Ports of LA and Long Beach maintain their own Clean Air Action Plan targeting 100% ZEV drayage by 2035, and charge a $10/TEU Clean Truck Fund Rate on non-ZEV trucks.
What is the difference between ACF and ACT in California?
ACF required fleets to purchase ZEV trucks, repealed for drayage and private fleets. ACT requires truck manufacturers to sell increasing percentages of ZEVs, reaching 100% by 2036. ACT has an EPA waiver and remains in effect.
What incentives are available for zero-emission drayage trucks?
California HVIP offers $150,000 per drayage truck. Ports of LA/LB add $75,000–$100,000 per truck. The Port of LA launched a $75M program in July 2026 with up to $300,000 per truck when stacked. Funds are first-come, first-served.
What is the Clean Truck Fund Rate?
$10 per loaded TEU on containers hauled by non-ZEV trucks at the Ports of LA and Long Beach. ZEV trucks are permanently exempt. Low-NOx trucks have a temporary exemption through December 31, 2027.
