New Jersey
'We are not California': New Jersey dealers push back on electric truck rules
Trucks move past cargo containers at a port in Bayonne, N.J., in 2021. The state is adopting California’s Advanced Clean Trucks rules, which require at least 7% of medium- and heavy-duty vehicles sold in the state to be zero-emission for model year 2025. Dealers are petitioning for a delay, so far unsuccessfully.
Spencer Platt/Getty Images
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Spencer Platt/Getty Images
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.
New Jersey
Legendary NJ Fourth of July lobster catch created record that will never be broken
Four-minute read
The legend of the Jersey Shore 4th of July lobster
William Sharp caught the mother of all New Jersey lobsters on July 4th, 2003.
While you’re sitting around the grill this July 4 holiday, raise a glass to William Sharp, who caught the mother of all New Jersey lobsters on this day in 2003.
He was diving on the sunken remains of the Almirante, an old banana boat that everyone knows as the “flour wreck,” which is a story unto itself. The 378-foot freighter belonged to the United Fruit Co. and was steaming from New York City to Colon, Panama, with a full cargo hold.
At 2 a.m., Sept. 6, 1918, a Navy tanker slammed into the ship in rough seas and heavy fog off the South Jersey coast. The Almirante went down in four minutes; five of its 105 crewmembers and passengers didn’t make it out and its entire cargo load was lost. For days after the wreck, a white frothy foam washed up onto the shore, leading people to falsely believe the ship was carrying flour to the banana plantations. Its manifold said it was carrying produce.
As if that’s not enough, during a submarine patrol in July 1942 in the early days of World War II, a blimp spotted the shape of the wreck from the air and reported it as a possible German U-boat. A Coast Guard cutter dropped five depth charges on the wreck, blowing it to pieces. It now lays in scattered pieces of steel in 70 feet of water, nine miles outside Absecon Inlet.
It was under one of those twisted, steel plates that Sharp, a retired Navy shipyard worker, had his standoff with what would turn out to be a New Jersey state record lobster.
“It’s so confusing down there. You can only see 15 feet, 30 feet in front of you on a good day,” said Sharp, who’s 71 today and living where he always has, on a lagoon in the Mystic Islands section of Little Egg Harbor, or “the end of the world,” as he puts it.
Sharp spotted the lobster in its hiding spot with a flashlight. But he was out of air. So he cut the rope to his dive reel, and tied it off at the lobster’s location. He then followed his anchor rope back to his boat called Kitchen Table, aptly named because that’s where his friends all sat around in the winter, planning their dives and fishing trips.
Forty minutes later and with a fresh tank of air, Sharp went back down, following the line on his dive reel. The lobster was still there. He turned the light off, because a bright light can spook the crustacean. Then he reached in with his hand and grabbed hold of the giant lobster, trying not to get pinched by one of its massive claws.
“The lobster will stand up in defense and just get itself stuck in there,” Sharp said. “You have to dig the sand out from under it.”
With the water cloudy with floating sand particles, Sharp won his tug of water and surfaced with the biggest lobster ever caught by a diver in New Jersey waters since the state started keeping records.
The lobster weighed 15 pounds, 3 ounces; it’s carapace, or body, measured 7½ inches. The state’s Fish & Wildlife sent a marine scientist to Scott’s Bait & Tackle, where the lobster was certified, to investigate. A month later, Sharp’s find was anointed king of the lobsters.
Ok, maybe not king of all the lobsters, but his catch became the official state record lobster landed by a recreational fisherman or diver. The record may never be broken either. New Jersey’s Fish & Wildlife retired the lobster category because lobsters that size are illegal to catch recreationally these days. The carapace can’t be bigger than 5¼ inches.
While Sharp’s 15 pounder is the biggest ever recorded by the state for a diver, American lobsters can get bigger, though it’s not common. The largest American lobster was 44 pounds and captured off Nova Scotia in 1977. There is also a Maine legend of a 51.5-pound lobster caught in 1926, but the mount was lost after it got smashed during transportation.
There are New Jersey divers too, that have claimed bigger lobsters, but they just never got them certified. Retired diver Mike Schwartz of Millville said the late Tom Conley caught a 20.4-pound lobster on the wreck Morand, which he said is 30 miles in the ocean from Cape May.
The year was 2001. Schwartz and Conley were diving off of the late Capt. Sam Still’s boat Samar III. Schwartz, who is 77 today, said it never dawned on them to certify the lobster for a record.
“We caught so many big lobsters back then, I don’t think we even thought about records,” Schwartz said.
As far as the fate of the Sharp’s lobster goes, he ate it. But it was too big to cook all at once. It took him and a friend a week to finish it off.
“I didn’t have a pot big enough. I had to eat it one claw at a time. I saved the parts,” Sharp said.
He had the lobster’s carapace, head and claws mounted. He keeps it on shelf with other nautical items. It’s red color long faded out, the lobster mount is now beige.
When Jersey Shore native Dan Radel is not reporting the news, you can find him in a college classroom where he is a history professor. Reach him @danielradelapp; 732-643-4072; dradel@gannettnj.com.
New Jersey
Air conditioning fails at Delaney Hall as heat wave leaves detainees struggling to breathe • The Jersey Vindicator
Advocates say temperatures became unbearable inside one housing unit as the region’s heat wave intensified.
Detainees at Newark’s Delaney Hall have told activists that the air conditioning has failed in part of the controversial immigrant detention center, leaving some people sleeping naked and struggling to breathe as a scorching heat wave descends on the region.
Sally Pillay, an advocate with Eyes on ICE who regularly speaks to detainees and their families, told The Jersey Vindicator Thursday afternoon that some of the roughly 150 detainees housed in Unit 4 began calling their families early July 2 to complain that they couldn’t breathe or sleep because of the high temperatures.
It’s not the first time this has happened. Pillay said the cooling system had been on the fritz all week before finally failing sometime Wednesday.
But conditions have gotten far more dangerous as air temperatures soared past 100 degrees.
“There’s no ventilation or circulation,” she said of the unit. “It’s extremely hot, and it’s humid … it’s unbearable. They’re sleeping with no clothes on, and they feel fatigued.”
Activists said they reached out to the city of Newark but did not hear back.
A spokesperson for GEO Group, the private prison firm that runs the 1,000-bed facility on Doremus Avenue, did not respond to requests for comment Thursday.
But a spokesperson for U.S. Immigration and Customs Enforcement told The Jersey Vindicator in an email Thursday evening, July 2, that the agency has added portable air conditioning units and access to ice water while it oversees repairs. Activists disputed the claims Thursday night and said that AC units and ice water have not been provided yet.
“The rapid response to this incident demonstrates ICE’s commitment to uphold the highest detention standards, following all applicable health and safety guidelines,” the spokesperson wrote.
Meanwhile, members of New Jersey’s congressional delegation have also gotten involved.
In a social media post, U.S. Rep. Rob Menendez, a Union County Democrat who has visited Delaney Hall many times, wrote that his office will “continue to press ICE to ensure that this matter is addressed with the urgency required during this extreme heat wave and will do so until air conditioning is restored.”
Pillay said the situation has been worsened by poor drinking water, which detainees have long said tastes metallic and “off.” It seems to have gotten even worse lately, she added.
“Apparently, it’s discolored, yellow, and dirty, like it’s not being filtered,” she said. “And it tastes very bad.”
That means detainees enduring misery-inducing heat must also choke down water they otherwise wouldn’t drink.
Kathy O’Leary, the coordinator of Pax Christi New Jersey, said the imposing fortress near the mouth of Newark Bay has had HVAC issues almost since it opened in May 2025.
Several dorms remained frigid over the winter, she said, but the heat blasted through another unit to the point where “everybody was roasting.”
But the summer heat has taken it to another level.
“This is not a new thing,” Pillay added. “Definitely not.”
The air conditioning failure is another in a long list of complaints voiced by detainees, their families, and immigration activists about Delaney Hall, which they say forces undocumented immigrants swept up in the Trump administration’s immigration raids to live in squalor.
About 300 detainees launched a hunger and labor strike in May to draw attention to their plight and convince Gov. Mikie Sherrill to meet with them. The strike drew national attention, and protesters flocked to the area for weeks of demonstrations that often turned violent.
When asked why she believes GEO Group didn’t fix the air conditioning earlier, Pillay said bluntly that it’s a for-profit entity that “always wants to cut corners.”
“They wait for an issue to get so big that we have to complain,” she said. “They want to house people in this facility, but they cannot fix the infrastructure. We have seen so many issues in this facility.”
“It’s very sad, it’s shocking, and it’s appalling that this is the way we’re treating human beings,” she continued. “And GEO, which is making millions and millions of dollars, doesn’t care about the human beings being warehoused in this facility.”
Steve Janoski is a multi-award-winning journalist whose work has appeared in the New York Post, USA Today, the Associated Press, The Bergen Record and the Asbury Park Press. His reporting has exposed corruption, government malfeasance and police misconduct
New Jersey
Independence Day surprise: New Jersey’s costly new data broker law | IAPP
The risks and costs of being a data broker in the United States just went up — again. On 30 June 2026, Gov. Mikie Sherrill, D-N.J., signed A 5328 into law, making New Jersey the seventh state to enact a data broker law, and the second this year, following Connecticut. The bill was introduced and signed over the course of a few days, as New Jersey’s Legislature sprinted toward an end-of-fiscal-year budget deadline.
This is not a simple copy-paste of any other state. The most notable divergence is its breadth. It creates requirements not only for data brokers, but also for data collectors, entities that have a direct relationship with individuals but sell their personal data to data brokers.
Its greatest impact comes from the creation of a tiered — and costly — structure for annual registration fees, requiring the largest data brokers and data collectors to pay a USD1.5 million annual registration fee. Although the minimum fee, payable for selling the personal data of any number of New Jersey consumers, is not the highest in the country, the second tier is higher than any other state, and kicks in at 100,000 consumers. Data brokers and data collectors also face significant fines for failing to register or update their registration information.
Further, the law prohibits the sale of sensitive data both through the data broker provisions and by amending New Jersey’s consumer data privacy law. Violations of that prohibition carry a severe USD50,000-per-record fine.
The law takes effect immediately, except for the requirement that the New Jersey Division of Consumer Affairs create a registry, which takes effect 270 days after enactment, on 27 March 2027.
Data brokers and their suppliers
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