Braswell underscored the industry’s imperative need to unite not only in determining the optimal units for electric trucks as they become more prevalent but also in standardizing nationwide infrastructure to meet the increasing demand for power.

“How do you spec these different charging stations, what will be required in terms of the wiring and the structure and the buildout of those stations, and how long it will take for that infrastructure to come online?” he said. “In some areas, like Southern California, you have a better chance of getting it done, compared to, let’s say, the middle of Iowa.”

On a global scale, there are two competing charging systems – the CHAdeMO system developed by Japanese engineers and the CharIN portal by Europeans. Braswell urged trucking companies to proactively build relationships with electric service providers during the transition to electric vehicles (EVs), battery-electric, or hybrid vehicles.

“There are many questions that fleets have, particularly when it comes to the time frame to develop the infrastructure,” he said, “and how do you deal with the fact there are more than 3,500 electric service providers in the U.S., and it’s important to know how to interface with each of these separate entities when you are trying to establish an electric vehicle fleet.”

The push towards alternative fuels aligns with original equipment manufacturers (OEMs) designing and producing trucks with historic high miles-per-gallon (mpg) fuel-economy ratings, operating with the lowest emissions.

“Our technical session on the latest findings on the Department of Energy’s SuperTruck II and III programs is so important,” Braswell said. “We are very keen to see what type of adaptations we can make in fleets based on the findings that they achieved. “All of the different companies — Cummins, Daimler, Navistar, Paccar, Volvo — have all created super trucks that can achieve 16 miles per gallon and fuel economy, which is outstanding. We want to transfer this technology to the existing fleets as a bridge to future powertrain designs. This is fantastic, and TMC is very interested in that.”

Since 2009, the Department of Energy (DOE) and OEMs have collaborated to create a zero-emission, heavy-duty truck capable of regional and long-haul freight deliveries, achieving a remarkable 160% improvement in fuel efficiency to 16 mpg.

Braswell emphasized that the industry is currently navigating a transitional period concerning different energy sources, and TMC is committed to maintaining a leading role in steering this evolution.

“There will not be one particular solution that best suits every application in a commercial vehicle. Certainly, battery-electric will play a role in key areas, like last-mile and regional. Hydrogen may be better for the long haul,” he said. “If we get some of the infrastructure challenges in place, maybe CNG will continue to have a role to play, as well as liquid natural gas, in addition to conventional diesel and renewable diesel, which is a green fuel. TMC will be at the forefront trying to develop best practices for fleets to manage their assets.”

Addressing the rising concern of cybersecurity threats directed at the trucking industry, Braswell highlighted that TMC is actively focusing on developing strategies to tackle these challenges, both in the back office and onboard vehicle technology.

Despite challenges, including a persistent technician shortage and evolving training options for heavy equipment, TMC officials express optimism about the industry’s future. They believe that the ongoing improvements in addressing the shortage are positive indicators, recognizing the need for effective training options in the heavy equipment sector.

Source: Transport Topics

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Freight corridors slated for the upgrades include the East Coast corridor on Interstate 95 spanning from Savannah, GA to Newark, NJ, the Midwest corridor on I-80 through Illinois, Indiana, and Ohio, the Northeast/New England corridor, and one in Utah.

“The heavy-duty vehicle industry has already developed a wide assortment of zero-emission commercial vehicles. But ubiquitous charging and fueling infrastructure will be key to enabling their widespread adoption,” said Ken Kelly, chief engineer for commercial vehicle electrification at NREL, one of 17 DOE national labs whose mission is to advance federal government initiates through science and technology.

Kelly noted that NREL will work closely with partners “to leverage vehicle data, innovative analysis tools and zero-emission vehicle infrastructure expertise to help to accelerate infrastructure plans across the U.S.”

NREL stated that the I-95 project is to “establish infrastructure plans for the East Coast as the epicenter of zero-emission freight transformation and improve the quality of life for underserved populations along the corridor.”

A research team is leveraging their cutting-edge expertise in EV electricity grid integration and hydrogen fueling infrastructure to analyze freight flow needs along the I-95 corridor. The study will identify optimal spots for zero emissions commercial vehicle charging stations, allowing EVs and hydrogen refueling centers to coexist harmoniously on one of America’s busiest highways.

Researchers from NREL have joined forces with the National Grid to construct a comprehensive model of truck traffic in New England, which will enable them to forecast and simulate electric truck usage – including optimal charging sites and required energy levels.

The Northeast project is poised to tackle the development of an electric vehicle-friendly blueprint, focusing on freight corridors in nine states. Maine, Massachusetts and New Hampshire are just a few of those that will benefit from this prototype program for other regions.

Researchers have employed cutting-edge software tools from the National Renewable Energy Laboratory to optimize a large-scale plan for electric vehicle charging. Developed with sophisticated computer modeling, this data will be used by National Grid as part of its ambitious efforts to upgrade and expand infrastructure in anticipation of future EV service demands.

NREL’s pioneering effort to reduce emissions across the Northeast U.S. has been bolstered by a consortium of partners with expertise in zero-emission transportation. Support is provided from familiar institutions like The Port Authority of New York and New Jersey, as well as out of state organizations such as Applegreen Electric who are on board for designing fast charging stations for electric vehicles. Finally, California based non-profit Calstart helps drive the cause forward through involvement in all four freight corridor projects throughout the region.

The initiative to electrify the I-80 Midwest corridor involves several key players including a team from Cummins Inc. and researchers from NREL. A coalition of public transportation entities like Indiana Department of Transportation (INDOT), Chicago Metropolitan Agency for Planning and Northern Indiana Public Service Co., as well as other partners such as Purdue University have joined forces with Pilot Travel Centers in pursuit of a common goal: transitioning 30% Its medium to heavy duty fleets along this route into zero emission technologies within 15 years.

NREL is conducting a major project in Utah which centers on aiding underserved people living near the Wasatch Mountain Range. This range, home to 80% of all citizens in the state, will benefit from their data-driven operations concerning EV charging systems and hydrogen infrastructure needs.

Source: Transport Topics

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