The Rules

Before we begin, a quick breakdown of the rules. I select a lineup of players with an eye of putting the best projected lineup together of players as they are realistically projected to be in their prime. Players who are older will benefit from a higher degree of certainty, but younger prospects will be given consideration of their realistic (i.e. not ideal) projections so as not to load a lineup full of AHLers, who are further along in their development.

For this exercise, I will not differentiate between left and right wing or right and left defense, nor will I consider “handedness” of any of the prospects. Players who have made the full-time jump to the NHL are ineligible. Lastly, the age cutoff is 23, so players such as Nolan Foote, who turned 24 last month, are also ineligible. Let’s get started.

Top Line

Center Matyas Melovsky; Wingers Lenni Hameenaho and Arseni Gritsyuk

The Devils prospect pool is notoriously short of center depth. However, Matyas Melovsky has had a breakout season as a 20-year-old playing for Baie-Comeau Drakkar of the QMJHL. The first Devils prospect in any league to reach thirty points this season, Melovsky, who plays both wing and center, is more of a playmaker than a natural goal scorer. The center is well built for the NHL game at 6’1’’, 190 pounds and uses his strength to body opponents, earning high marks from many scouts for his defensive game. If properly developed, Melovsky could blossom into a versatile bottom 6 forward at the NHL level some day.

For this exercise, Melovsky will be dishing the puck to the top two offensive prospects in the Devils system on the top scoring line, while providing some much-needed two-way play at center. Russian winger Arseni Gritsyuk would provide zone entries and some dazzle to the line, while Finnish Forward Lenni Hameenaho would work his magic around the net. Gritsyuk and Hameenaho are both in the midst of strong seasons in their respective top leagues. It would not be surprising to see this entire line playing in North America for the Devils organization next season.

2nd Line

Center Adam Beckman; Wingers Cam Squires and Herman Traff

Adam Beckman is a bit of a cheat as the player acquired by the Devils for Graeme Clarke over the summer has been playing right wing on Utica’s second line. However, Beckman can play center and the center depth is bad enough for me to slot him here. Whatever problems Utica has had this season, and there have been many, Adam Beckman has not been one of them, scoring sixteen points in eighteen games. This makes his lack of a call-up to the big club during the myriad of injuries so far this season rather surprising. At 23-years-old, Beckman is becoming close to a finished product as he awaits another opportunity to play in the NHL.

On the All-Prospect Team, the AHL veteran will center two younger players on this line. After a rough start and a couple of suspensions, Cam Squires has caught fire for the Cape Breton Eagles and is the only Devils prospect not named Matyas Melovsky to be averaging over a point per game. Power forward Herman Traff has been a steady presence in the SHL playing amongst men as a 18-year-old in his D+1 (Traff turns 19 on December 31st), tallying seven points in nineteen contests and earning a spot on Team Sweden in the World Juniors. Cam Squires has already signed his ELC with the Devils and should join the Comets next season as Utica’s season is likely to end before Cape Breton’s. Traff will likely continue to develop in the SHL next season.

3rd Line

Center Samu Salminen; Wingers Josh Filmon and Chase Stillman

Coming into this season, this line would have looked really good on paper. Samu Salminen, another forward who plays center and wing, centers this line by default, given the aforementioned lack of center depth. The power forward has been streaky this year after transferring to the University of Denver from the goal-anemic UConn. With six goals and six assists in eighteen contests, this will likely be Salminen’s best offensive season. Whether it be enough to earn him a contract with the Devils this summer is anybody’s guess.

Much has been written about wingers Josh Filmon and Chase Stillman this season. Filmon has already been demoted to Adirondack of the ECHL, where he has, at times, toiled on the fourth line. At the time this article was written, Stillman is still hanging onto a fourth line spot for the Utica Comets, but has struggled and I speculated last week whether a short stint in the lower league may help spark him a bit. It is way too soon to give up on Filmon or Stillman, but to say that this has been a challenging year for the duo would be a bit of an understatement.

4th Line

Center Max Graham; Wingers Kasper Pikkarainen and Cole Brown

The fourth line of the All-Prospect team is intriguing. Max Graham is another center, who also plays wing. That’s zero natural centers in the system for those keeping track. After being selected as an overager in last year’s NHL entry draft, Graham, who is known for his leadership and his fisticuffs, has broken out offensively in the WHL with 24 points in 26 games. Graham’s pathway to the NHL would be that of a physical two-way grinder, who kills penalties (something he would need to learn) and sticks up for his teammates, but at 6’3’’ doesn’t quite have the size to be a true heavyweight in the NHL.

The two wingers on the fourth line are big question marks. Kasper Pikkarainen was chosen in the 3rd round by the Devils this summer and then proceeded to get injured in his first game for the Red Deer Rebels of the WHL and has not played since. As such, Pikkarainen’s progress is impossible to evaluate and one will have to wait until the winger returns to game action to see how the injury impacted his development. Pikkarainen’s selection here is purely based on his status from the draft. Cole Brown is a winger for the Brantford Bulldogs, who is on pace for 60 points, a full 21 points more than last season. More impressively, this pace has been a result of a late surge after a very slow start. As with Salminen, it is still up in the air as to whether this will be enough for the Devils to offer Brown a contract, but the winger has certainly earned that consideration.

Defensive Pairings

Anton Silayev, Simon Nemec

Seamus Casey, Daniil Orlov

Topias Vilen, Ethan Edwards

The first three selections for the Devils defense were rather straightforward. Not much needs to be written to justify the inclusion of Anton Silayev, the 6’7’’ Russian blueliner who has suited up for 32 games for Torpedo Nizhny Novgorod of the KHL this season and tallied seven assists as an 18-year-old. Likewise, #2 overall pick Simon Nemec broke into the NHL last season and has been the odd man out with the stellar play of Jonathan Kovacevic. Nemec has not exactly lit up the AHL since his demotion, but his focus has been on becoming a steadier presence in the backend. The offense for the Comets from the blueline has been left up to Seamus Casey, the third easy selection for defense on this team. Casey has proven capable of playing in the NHL already in a sheltered role and has carried his four points in his first eight NHL games to fourteen points in seventeen games since his demotion to the Comets.

The other three defensemen were a much tougher decision. One could argue Daniil Karpovich deserves consideration and I would agree. However, as Karpovich split nine games between the KHL and VHL this season before his injury and after a season in the more obscure Belarusan league, it is really difficult to pinpoint his progress. Likewise, Santeri Hatakka probably would have made this team if not for his injury this preseason. Fellow Comet Daniil Misyul, who played one game for the Devils this season, has aged out of consideration for this team. Defensive defensemen Charlie Leddy and Artyom Barabosha were also considered and Barabosha might have made the cut if not for splitting time between the KHL and VHL this year after seemingly earning a full promotion to the KHL last season.

I chose Russian defender Daniil Orlov, who seems to have the speed and transition skills to possibly play in the NHL one day should he ever stay healthy enough to fully develop and decide to come to North America. Topias Vilen and Ethan Edwards were also difficult selections. Ethan Edwards has a chance to be an Andy Greene-like defenseman should he reach his potential, but such players are very rare at the NHL level. Moreover, as a senor this season, it is unclear where Edwards will end up this summer. Former 5th rounder, Topias Vilen earned his ELC after showing tremendous promise with a breakout in the Liiga. After a demotion to the ECHL last season, Vilen picked up his game and finished strong with 29 points in 54 AHL games proving his newly-found offense could translate to North America. This season, Vilen has only played in fourteen contests for the Comets, totaling a goal and three assists, after returning from an upper body injury suffered during the preseason. Vilen is still only 21-years-old and defensemen develop later, so I would not worry too much about him yet. There is still a chance Vilen develops into a strong puck-moving defenseman in the NHL some day given his skill set.

Goaltenders

Jakub Malek

Nico Daws

At 22-years-old, Jakub Malek is the best goaltending prospect in the Devils system. Since the Devils drafted him in the fourth round (100th overall) in the 2021 NHL entry draft, Malek has dominated just about everywhere he has played. Currently, that somewhere is the Liiga, where the netminder has either been at the top or near the top all season in GAA (2.06) and SV% (.918). Malek also possesses the athleticism to be a starting goalie in the NHL should he reach his full potential. That is not just me saying that. The latest Dobber update on Malek says essentially the same thing. Of course, most players never reach their full potential and whether Malek will remains to be seen, but given the goaltender’s track record of consistency since his draft year, I would not bet against him. Even if Malek maxes out as a capable back up in the NHL, the netminder would earn the top spot here.

Devils fans are likely more familiar with Nico Daws, who has already played quite a few games for the Devils in recent seasons, mostly in call-ups. After the Devils traded Akira Schmid over the summer, Daws became the defacto third string goalie for the Devils. Daws has struggled this season for a bad Comets team with a 3-10-2 record, 3.18 GAA and .895 SV%, but has outperformed (at least in terms of SV%) his platoon-mate Isaac Poulter after losing out to Poulter last year. It is no secret that Daws has played on a lot of bad Devils teams and it is hard to say how much of Daws’s raw numbers have been diminished by that reality. Daws has the ability to steal games at times, even high profile games at the NHL level. Consistency has been the issue with Daws, something Malek has not struggled with. For that reason, Malek gets the nod as the starter of this hypothetical team.

Your Take

Tell us what you think. My best to all our readers and their families. May you enjoy all your end of year festivities.

ATLANTIC CITY, N.J. (AP) — New Jersey gambling regulators have handed out $40,000 in fines to two sportsbooks and a tech company for violations that included taking bets on unauthorized events, and on games that had already ended.

In information made public Monday, the New Jersey Division of Gaming Enforcement fined DraftKings $20,000. It also levied $10,000 fines on Rush Street Interactive NJ and the sports betting technology company Kambi.

According to documents released by the state, Rush Street accepted 16 bets worth $1,523 in Nov. 2021 on a college basketball game between the University of North Carolina-Asheville and Tennessee Tech University after the game had already concluded with a UNC victory.

Kambi told the enforcement division that a trader had failed to manually remove that game from its betting markets, saying it had stopped receiving messages from its own sports data provider due to a network connectivity error. Kambi said it has updated its guidelines and retrained its traders to prevent a recurrence.

Kambi, which is based in Malta, did not immediately respond to a message seeking comment Monday. Rush Street declined comment, and DraftKings had no immediate comment Monday. DraftKings stopped using Kambi in 2021.

In March 2022 Rush Street took seven bets totaling just under $2,900 on three Magic City Jai Alai games after the results were already known.

Kambi told the division it experienced a connectivity issue that allowed the bets to be accepted after the games were over. An explanation of what Kambi did to address the situation was blacked out in documents released by the division.

A month earlier Rush Street took 13 wagers worth $8,150 with pre-match odds on a Professional Golf Association match after the event had already begun. In this case, Kambi told the division a newly hired trader failed to enter the correct closing time time for bets on the event. The trader and a supervisor underwent retraining.

DraftKings was fined for taking bets on unapproved events including Russian basketball for nine months in 2020 and 2021. It eventually voided over $61,000 in bets and returned the money to customers after being directed to do so by the state.

In this case, Kambi told the division it misidentified this particular Russian basketball league as one that was approved for wagering in New Jersey. DraftKings told the state it did not catch the error, either.

In 2020, DraftKings accepted 484 wagers on unapproved table tennis matches. Kambi incorrectly enabled the events for wagering without conditions required by the state, the division said.

In Feb. 2022, the division said DraftKings took pre-season NFL bets involving specific players but did not give the state specific information on what information was to be included in the bets, drawing 182 wagers worth nearly $7,000 that were later voided and refunded to customers.

(Copyright 2024 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed without permission)

As a handful of states start adopting California’s sales mandates for zero-emission trucks, dealers in New Jersey are pushing back.

These rules are designed to accelerate the transition to electric vehicles in heavy trucking. They require truck manufacturers to ensure at least 7% of their total sales are zero-emission in the states that are opting in to the regulations.

Currently, 10 other states have chosen to follow these Advanced Clean Truck rules, which are also known as ACT. But a push by dealers in New Jersey to delay implementation of the rules shows the battle lines over these mandates. There’s no indication that the push will succeed; the rules are set to go into effect at the start of the new year, and New Jersey’s governor has indicated support for the current timeline.

But the pressure for delay is a preview of an even bigger fight that’s brewing – one over state EV mandates for passenger vehicles.

Big vehicles with big environmental footprints 

Heavy trucks have an outsized effect on both climate change and human health. Emissions from large diesel vehicles contribute to asthma and other health problems, particularly in communities near warehouses and ports.

California is uniquely positioned to address this problem, because the federal Clean Air Act — recognizing California’s acute pollution problems and history of regulating emissions — allows the state to set its own, stricter standards. Other states can either opt in to California’s rules or stick with the federal ones.

With the Trump administration expected to roll back federal standards, state rules are likely to become more significant. And while the incoming administration is expected to challenge California’s right to set these rules at all, truck makers are currently in a partnership with the state. . They’ve agreed to follow its rules regardless of electoral or legal outcomes.

In exchange for honoring the rules, truck manufacturers have won more flexibility – like getting three years to comply, instead of one.

Truck dealers, however, are not a part of that partnership. And in New Jersey, they’re telling state lawmakers that the rules are unworkable.

A push to delay, or urgency to act?

New Jersey State Assemblyman Clinton Calabrese said a lobbyist for truck dealers inspired him to introduce a bill currently before the legislature that would delay the clean truck rules by two years. The public debate over that bill — which is not scheduled for a full vote — was unusually intense.

At a hearing over the bill earlier this month, there was a clear theme among the truck dealers who showed up to testify.

“We all want a cleaner environment, but we just can’t do it at this point, the way this is written,” said Frank Piazzola.

“I know we all want to do the right thing,” said Jack Licata. “But we just can’t right now.”

“We are not California,” said Spencer Campbell. “We don’t have the size, the capacity, nor have made the investments necessary to make ACT work.”

Dealers are, technically, not regulated by these rules — they apply to manufacturers. But dealers have to actually sell the vehicles. And they say that between high prices, and buyer concerns about charging and range limitations, they just can’t move enough EVs to make up at least 7% of the market. It’s particularly hard for the very largest trucks, which are called class 7 and 8 in industry jargon.

“The challenge here is very simple. There is no demand for EVs for class 7 through 8, especially, which I represent in New Jersey,” said Campbell, who sells both electric and diesel trucks. “That’s all we’re trying to tell you guys here.”

Environmental groups, in turn, said that because of the extra flexibilities built into the rules, they are feasible — and that there’s more at stake than dealership sales.

“We have the policies we need and they are fully achievable,” said Karla Sosa of the Environmental Defense Fund.

Others warned about the dangers of a delay. “There is a real cost in human suffering to waiting to implement these measures,” said Nicky Sheats of the New Jersey Environmental Justice Alliance.

“There are people dying in my community from diesel fumes,” said Kelli Koontz-Wilson of the Coalition for Healthy Ports.

Another speaker brought tomatoes from his garden, harvested in December. He called it a sign of climate change, a reminder of the global stakes of this debate.

Where are truck makers in this debate? Well, it’s complicated. They are technically neutral: The Truck and Engine Manufacturers Association (EMA) and its member companies have agreed to not lobby against states adopting the ACT rules. That’s a requirement of their partnership with California that, in turn, lets them negotiate for flexibilities. Neither the trade group nor any of its members were at the hearing this month.

But the EMA has been in touch with New Jersey and other states to express concerns about parts of the regulations. Jed Mandel, the head of the EMA, said the members of his trade group have invested billions in EVs but worry that the mandates are “too much, too fast.”

Would a sales hit justify a delay? 

Everyone involved in this debate agrees on one thing: There are real challenges to electrifying New Jersey’s fleet, particularly when it comes to the very largest trucks. Not all heavy-duty vehicles are available in zero-emission versions yet. Or those versions aren’t practical for every need, like long-haul trucking. The upfront costs of buying electric vehicles are significantly higher, and switching to electric trucks requires building charging infrastructure. And while 7% might not sound like a lot, as of last year EVs were less than 1% of heavy-duty truck sales in the state, according to Atlas Public Policy.

But regulators and environmental groups say those problems are actively being addressed.

“This program is not just feasible. It’s already well underway,” Shawn M. LaTourette, New Jersey’s commissioner of environmental protection, told NPR in an interview.

Manufacturers have already started to bank credits based on previous year’s sales, which the rules allow. LaTourette said for medium-duty vehicles, the industry as a whole is set to meet the requirements already, before the new year even starts.

The heavy-duty trucks, the class 7 and 8 that Spencer Campbell warned about, are more challenging. But even there, the industry only needs to sell 109 trucks, according to those preliminary numbers. That’s not even counting trucks sold in 2024, which can be counted toward 2025’s total. And there’s government funding to help with costs, including hundreds of millions of dollars for charging for these vehicles specifically.

Dealers say it’s not enough. And some point to California as a cautionary tale. While the percentage of electric trucks sold in the state has risen sharply, total truck sales have fallen since these rules went into effect, starting with trucks manufactured for model year 2024.

In the first 10 months of 2024, sales of medium- and heavy-duty trucks fell 6%, and the largest trucks were down 20%, compared to the previous year, according to S&P Global Mobility data. Nationally, the market dropped 3% over that timeframe. The company’s Greg Genette said several factors are driving that decline, including ACT.

California and the other states embracing ACT are already adjusting the regulations to adapt to market realities. Take Washington state, which has already adopted these rules for trucks manufactured for model year 2025. There, truck makers are also on track for compliance in most vehicle categories. Still, for the biggest trucks, EVs are barely over 1% of sales — far short of the requirement. That’s according to data the state shared with NPR.

Washington state regulators say those rules are currently being adapted to make them more feasible. For example, one policy change under consideration would reduce the EV sales requirements for the biggest trucks by an estimated 90% or more in 2026.

In New Jersey, EV advocate Pam Frank says opposition to the rules has mixed misinformation — like claims that the regulations ban diesel trucks — with genuine challenges, like companies’ charging needs and higher truck prices. For the legitimate problems, she said, “we have answers to each of them.”

“This regulation should be going into effect as planned with all the flexibility in there,” she said, “and we should make sure that the dealers are not getting squeezed unfairly.”

A brewing fight 

Similar debates have played out in other states adopting these rules, like New York and Oregon. So far, they’ve all stuck with their planned timelines.

It looks like that may also happen in New Jersey. Calabrese, the state lawmaker who introduced the bill to delay, said he doesn’t expect it to become law. His transportation committee voted unanimously to advance it, but he’s not expecting similar support from the state senate’s environmental committee – and the legislature is now out of session.

The rules will still go into effect on January 1.

But the fight won’t be over. This debate is over trucks, but another fight is coming.

California is also setting mandates for passenger car sales, with new rules that would ramp up to requiring 100% of the cars sold in the state to be emission-free (including plug-in hybrids). Currently, about 1 in 4 new cars sold in California fit the requirement. The national average is around 10%.

For model year 2026, sales of which begin next year, California will require 35% of new sales to be electric.

Laura Perrotta is the president of NJ CAR, a group representing car and truck dealers. She was at that hearing lobbying for a delay in the truck mandates — and when these EV mandates actually kick in for passenger cars, she said, “it’s going to cause real reckoning with the auto industry across the country.”

About a dozen states are currently planning to follow California’s car standards. Those rules are almost certain to wind up as the subject of a legal battle with the Trump administration. But before they do, they could face political battles closer to home.