Right now, the FH Electric can go up to 300 miles per charge. The new version will be available in different configurations: 4×2, 6×2, and 6×4 tractors, with the 4×2 model offering the longest range. It will come with battery options from 360 kWh to 540 kWh and a choice of four different cab styles.

This extended range means drivers can keep rolling through their routes without needing to recharge as often. Roger Alm, Volvo Trucks’ President, said it best: “Our new electric flagship will be a very good complement to our wide range of electric trucks and enable zero-emission transport even for really long distances. It will be a good solution for transport companies that have a high annual mileage on their trucks and a strong desire to reduce their carbon dioxide emissions.”

So, how are they making this happen? It’s thanks to a new e-axle that provides more space for batteries, plus improved battery efficiency, better battery management, and a more efficient powertrain.

While this exciting new model will start rolling out in Europe and Asia, it won’t be available in North America just yet. Volvo will be building these trucks at their factories in Tuve, Sweden, and Ghent, Belgium.

In North America, Volvo’s been busy too. They’ve already introduced electric versions of their VNR regional and VNL Class 8 tractors. The VNL 440 Electric was shown off in June with a cool pre-production 42-inch midroof sleeper. The redesigned VNL, which debuted in January, is also set to be the platform for future hydrogen fuel cell and hydrogen-injection engines.

If you’re waiting to order the VNL Electric, you’ll likely have to hang tight until late 2025 or early 2026. Meanwhile, Volvo’s current VNR Electric lineup includes five models, with some offering ranges up to 275 miles.

On top of that, Volvo is building a new $700 million plant in Monterrey, Mexico, set to open in 2026. This plant will help ramp up production for both Volvo and Mack Trucks, boosting their manufacturing capacity in North America.

So far, Volvo has delivered over 3,800 electric trucks to 46 countries, and they’re aiming to have 50% of their sales be electric by 2030, with the goal of having all fleets be zero-emission by 2050.

Source: Transport Topics

Image: Volvo Group

The post Volvo’s FH Electric Truck Now Goes 372 Miles Per Charge! appeared first on Truck Drivers USA.

TA’s CEO Debi Boffa, bp pulse CEO Sujay Sharma, and Commissioner Patricia Monahan will be leading the groundbreaking ceremony. In a statement from TA, this pilot project, developed in collaboration with the California Energy Commission, is highlighted as an example of bp’s commitment to supporting fleet customers in their transition to zero-tailpipe emission trucks.

Key Features of the Charging Station:

• Integrated Microgrid: The station includes solar panels to generate renewable and reliable power.

• Battery Energy Storage System: This system ensures consistent and uninterrupted energy availability.

with the California Energy Commission, this project aims to establish new benchmarks in clean energy infrastructure within the trucking industry.

Highlighted Features of the Charging Station:

• Innovative Microgrid: Leveraging solar power for a sustainable and dependable energy supply.

• Advanced Battery Energy Storage: This system guarantees a steady and reliable energy access.

Source: Truckers News

The post TravelCenters of America Set to Launch Microgrid Truck Charging Station appeared first on Truck Drivers USA.

Robert Sanchez, CEO of Ryder System Inc., highlighted the critical need for efficiency and cost-effectiveness in adopting electric vehicles (EVs). Ryder recently published a study on the financial implications of converting to electric trucks, which revealed that costs could increase significantly compared to diesel, with a mixed fleet potentially facing a cost hike of up to 67%. Additionally, drivers face substantial downtime due to charging requirements. Sanchez emphasized the need for industry-wide efforts to develop practical solutions.

Adding to the pressure are tightening regulatory standards. Jacqueline Gelb, ATA’s vice president of energy and environmental affairs, noted the unprecedented regulatory landscape. Jim Mullen, executive director of the Clean Freight Coalition, pointed out that the industry would need to invest $1 trillion to transition to battery-electric technology. Despite these challenges, the desire to transition remains strong, but financial implications and regulatory deadlines add to the urgency.

Former ATA Chairman Randy Guillot expressed concerns about regulatory stability amid political changes, with a presidential election looming. Gelb and Sanchez echoed these sentiments, acknowledging that administrative changes could affect regulatory approaches.

However, with industry-wide collaboration and innovation, a more sustainable and efficient future in trucking remains within reach.

Source: Transport Topics

The post Expert Panel Discusses Hurdles and Solutions for Electric Fleet Integration appeared first on Truck Drivers USA.

Source: Ryder

Ryder’s comparative analysis reveals that switching to electric would double the operational costs of its Class 8 vehicles.

Drawing from extensive data, Ryder’s assessment of Class 8 vehicles involves diesel trucks with a haul range of 100 to 500 miles, making one to two trips per day, covering an annual distance of 109,000 miles, and manned by two drivers, carrying an average payload of 29,000 pounds.

However, with current technological constraints, electric trucks can only manage a maximum payload of 22,000 pounds. This limitation, combined with longer charging and delivery times, calls for nearly doubling the number of electric trucks and drivers to match the output of a single diesel truck.

The financial implications are significant. Replacing just one diesel truck amounts to hundreds of thousands of dollars annually, mainly attributed to the high cost of electric trucks themselves. Ryder’s calculations indicate a fivefold increase in monthly payments for electric trucks, exceeding $200,000 per year.

Additionally, substantial increases are predicted in labor costs (76%), other personnel expenses (74%), and operating costs (87%). These expenses cover various aspects such as compensation, paid time off, payroll taxes, insurance, administrative expenses, and the installation of chargers—an additional $8,000 per year per fleet.

Comparing operating costs between California and Georgia, Ryder notes that while truck operations are higher in California, the percentage increase resulting from transitioning to electric trucks is more pronounced in Georgia due to fuel prices. In California, the fuel cost savings for electric trucks are more substantial compared to Georgia, where diesel remains significantly cheaper.

The impact of electric truck conversion also varies across different truck classes. For Class 4 and 6 trucks, the savings in maintenance and energy costs partially offset the increases in labor and equipment expenses. This results in a 5% cost increase in Georgia. Medium-haul straight trucks, on the other hand, are projected to face a yearly cost increase of approximately $50,000, causing a 25% rise. For a mixed fleet of 25 vehicles of vans, straight trucks, and tractors, the annual cost increase is estimated at 56% in California and 67% in Georgia.

With operational costs for tractor-trailers more than doubling in certain regions and mixed fleets experiencing significant increases, the transition to electric trucks poses a considerable challenge. Such cost increases would, without doubt, be passed down to consumers, potentially adding up to 1% to overall inflation, according to Ryder’s estimates.

Ryder’s analysis assumes easy and convenient access to fast-charging infrastructure, which is currently underdeveloped. The lack of sufficient charging stations is a critical bottleneck, with only a limited number of ports available nationwide. Meeting the demand for charging infrastructure will require substantial investment and time, with estimates suggesting the need for nearly 600,000 chargers by 2030.

Ryder’s report happened at the same time as recent federal initiatives to strengthen emission standards for trucks and passenger vehicles, including mandates for zero-emission vehicles. However, there’s also opposition to these regulations, highlighted by a Congressional Review Act resolution aiming to repeal the new truck emission rule introduced by Republicans.

Stakeholders in this issue, including professional drivers, are urged to contact their policymakers. Organizations like the Owner-Operator Independent Drivers Association advocate against the new regulations and encourage support for better resolutions.

“Small-business truckers make up 96% of trucking and could be regulated out of existence if the EPA’s misguided mandate comes into effect,” said Todd Spencer, OOIDA president. “This could have devastating effects on the reliability of America’s supply chain and ultimately on the cost and availability of consumer goods. Local mom-and-pop trucking businesses would be suffocated by the sheer cost and operational challenges of effectively mandating EV trucks.”

Source: Land Line

The post What Would Happen to Operational Costs Under an Electric Truck Mandate? appeared first on Truck Drivers USA.

Commissioned by the Clean Freight Coalition (CFC), the study aims to provide policymakers and the public with valuable insights into the costs associated with this transition. The coalition, dedicated to advocating for reduced emissions in trucking in a financially viable manner, sought to understand the comprehensive expenditure involved in upgrading infrastructure.

“The Clean Freight Coalition is an alliance of transportation stakeholders committed to a clean energy future,” said Jim Mullen, CFC executive director. “We found that there was a void in information relative to this transition as it relates to the buildup of the nation’s electrical infrastructure, including the generation, transmission and distribution of electricity to electrify all the nation’s medium- and heavy-duty commercial trucks.”

Roland Berger, a renowned management consulting firm known for its expertise in infrastructure, automotive sectors, and commercial trucking, was tasked with conducting the study. Their findings revealed a staggering $620 billion requirement for charging infrastructure enhancements, coupled with an additional $370 billion needed for the modernization of distribution grid networks.

“Our industry has an incredible pedigree and commitment to a clean environment,” said Chris Spear, American Trucking Associations president. “What Roland Berger’s study shows us is that this mad dash to zero exposes the supply chain to a $1 trillion unfunded mandate. This is not included in the latest Infrastructure Investment and Jobs Act. This is a $1 trillion unfunded mandate that the supply chain, including our industry, is going to have to invest.”

While acknowledging the significant strides made in reducing emissions from truck tailpipes—by a remarkable 98.5% over the past four decades—industry experts emphasize the importance of a collaborative and sensible approach to emission reduction strategies. Rushing toward singular solutions without realistic timelines and targets may not be the most effective path forward.

“We looked at the Class 3 to 8 vehicles to understand how they are distributed in the country, what does this mean for the charging situation at the county level, what does it then mean for the investments that have to be taken at the fleet level,” said Wilfried Aulbur, Roland Berger senior partner. “Our calculations show that we will have to invest about $620 billion into charging infrastructure, which includes chargers, site infrastructure and utility service costs.”

Recognizing the financial realities of the logistics sector, which typically operates on a modest 5% return on sales, experts caution that absorbing such costs won’t be easy. Without adequate support, the transition could result in substantial freight rate hikes to cover expenses. Moreover, the estimated $620 billion budget accounts for both local and long-distance operations, highlighting the extensive scope of the required investments.

“For the local investments in on-site charging infrastructure, we would need close to $500 billion, to be exact $496 billion,” Aulbur said. “Then in addition to the local on-site charging, we need to make sure that there is also on-road charging available for higher-mileage vehicles, which is an additional $69 billion on top. So that’s the way this distributes.”

Furthermore, the development of these electrified highways faces challenges linked to the pace of transmission grid infrastructure expansion. The process, which involves securing necessary infrastructure and permits, tends to progress slowly, further complicating the transition timeline.

“Now, if we want to look at full electrification of long haul vehicles, that’s basically the challenge to electrify our highways,” Aulbur said. “That is going to need about $57 billion in additional investment. Again, a significant amount of money that needs to be spent. We’ve said it, infrastructure investment is great, it creates jobs, but we need to find a way to fund it.”

Source: Transport Topics

The post Electrifying the Trucking Industry Has a Hefty Price Tag — $1 Trillion To Be Exact appeared first on Truck Drivers USA.

A central objective of the strategy “is to meet freight truck and technology markets where they are today, determine where they are likely to develop next, and set an ambitious pathway that mobilizes actions to achieve decarbonization,” according to the Federal Highway Administration (FWHA).

In conjunction with the charging strategy, the Federal Highway Administration announced the designation of the agency’s National Highway Freight Network (NHFN), along with roadways in several states, as the National EV Freight Corridors network. This national strategy and corridors network aligns with the administration’s ambitious goal to promote at least 30% zero-emission medium- and heavy-duty truck sales by 2030 and 100% by 2040.

“Medium- and heavy-duty trucks in our current freight network contribute approximately 23% of greenhouse gas emissions in the U.S. transportation sector,” said Shailen Bhatt, FHWA administrator. “These new designations and strategy will help to grow our national EV charging network, encourage clean commerce within the freight community, and support President Biden’s goals of achieving net-zero emissions for the nation by 2050.”

The strategy aims to accelerate the adoption of battery-electric and fuel-cell electric trucks. It unfolds in four phases, starting with the establishment of priority hubs based on freight volumes (2024-2027) and connecting hubs along critical freight corridors (2027-2030). The subsequent phases involve expanding corridor connections to initiate network development (2030-2035) and achieving full access to the national network by linking regional corridors (2035-2040).

Phase 1 targets 12,000 miles of interstate (23% of the NHFN), including Interstates 5, 10, 25, 75, 80, 95, and the Texas Triangle, including Interstates 10, 45, and 35. Zero-emission truck hubs in Phase 1 also include 100-mile “freight ecosystems” centered around major container ports, such as the Ports of Los Angeles and Long Beach, the Port Authority of New York and New Jersey, the Ports of Seattle and Tacoma, Washington, the Port of Miami, the Houston Port Authority, and the Port of Savannah, Georgia.

For Phase 2, “non-tractor-trailer truck (e.g., Class 4-6 straight delivery trucks) activity likely remains battery-EV-dominant, with early introduction of hydrogen fuel cell electric truck technology for longer-distance travel,” according to the strategy. “Operations expand with increased regional goods distribution (e.g., port drayage) and initial deployments of long-haul transportation.”

In Phase 4, the strategy expands from intermodal hubs and port facilities to include truck parking facilities, “which will increasingly service [zero-emission trucks] across all use cases,” according to the strategy statement.

“A fully integrated transportation energy system will be essential to supporting use cases across all vehicle classes and duty cycles, allowing for local, regional, and long-haul transportation of goods and services,” according to the statement.

Source: Freightwaves

The post Federal Power Grid Plan for Electric Trucks Unveiled appeared first on Truck Drivers USA.

Reality struck hard for these companies as they addressed the cooling demand for EVs. Rivian, a producer of electric pickups, SUVs, and delivery vans, announced that its production would remain stagnant at last year’s levels, coupled with plans for another round of workforce reduction. Lucid, majority-owned by Saudi Arabia’s sovereign wealth fund, projected only a marginal increase in output for 2023, falling significantly short of analysts’ expectations.

The downturn in sentiment has been apparent since October, when Tesla Inc. first sounded the alarm about waning interest in EVs. While Tesla’s shares also suffered, smaller competitors like Rivian and Lucid faced a more severe downturn, with both companies experiencing substantial drops in stock value.

David Mazza, Chief Strategy Officer at Roundhill Investments, highlighted the challenges for companies in disruptive industries: “If you are a hyper-growth company in what is seen as a disruptive industry and you are not growing your topline, you are in trouble.” Despite having anchor investors like Amazon and the Saudi wealth fund, Mazza emphasized that slower growth and thinner margins were inevitable compared to initial expectations.

Rivian, based in Irvine, California, has seen its shares plummet by approximately 44% since Tesla’s warning, closing at a record low on Feb. 23. Lucid, headquartered in Newark, California, faced a similar fate, with a 33% drop in the same period. However, Mazza suggested that the presence of wealthy backers has provided some cushioning for these stocks.

While Amazon clarified that Rivian’s recent results wouldn’t impact its existing investment and collaboration, concerns linger about these cash-burning companies struggling to sell cars amid an increasingly competitive market. Tesla’s price cuts to boost demand, supported by its profitability and large-scale production, pose a significant challenge for Rivian and Lucid, lacking those advantages.

David Wagner, Portfolio Manager at Aptus Capital Advisors, expressed skepticism about Rivian’s prospects, stating that the company would take several quarters to recover from its production stoppage. The key concerns revolve around cash balances and the lack of multiple expansion and growth.

Both Rivian and Lucid have seen their market values plummet from their 2021 peaks. Rivian is currently valued at around $9.6 billion, and Lucid at about $6.9 billion, a stark contrast to their respective valuation peaks of $153 billion and $91 billion in 2021.

Wall Street analysts are also losing confidence, with average 12-month price targets for Rivian and Lucid dropping nearly 20% in a week. The broader outlook for the EV market doesn’t provide much solace, with global sales projected to grow at a slower pace in 2024 compared to the previous year.

Morgan Stanley analyst Adam Jonas pointed out the challenges faced by EV startups, noting that trying to be the ‘next Tesla’ is proving to be an expensive strategy. As EV startups undergo restructuring, finding a sponsor may be crucial for their survival in this evolving landscape.

Source: Transport Topics

Photo: Rivian Automotive

The post Challenges and Opportunities: The Shifting Landscape of EV Upstarts appeared first on Truck Drivers USA.

Electric trucks have become a common sight on sales lots, with most manufacturers now offering electric or hybrid-electric models. Major motor carriers, including J.B. Hunt, Walmart, and FedEx, have already integrated electric trucks into their fleets, primarily for final-mile, drayage, and yard tractor applications.

With individual states and the federal government adopting stricter environmental laws targeting emissions, the pressure on the trucking industry to transition to electric rigs is intensifying. However, the question remains: Are electric trucks a feasible solution for an industry deeply rooted in diesel fuel for over a century?

“As an industry, we continually strive to make the environment a better one for those that will inherit it,” said Dave Heller, senior vice president of safety and government affairs for the Truckload Carriers Association (TCA). “The evidence of the achievements our industry has already accomplished has demonstrated exactly that.”

As the trucking industry’s indispensable role in the global economy continues to expand, there’s a simultaneous reduction in its environmental footprint, according to Heller.

“Truck engines manufactured today emit 98% less nitrogen oxide and particulate matter than those built 35 years ago,” he said. “In fact, it takes 60 of today’s trucks to emit what just one truck emitted in 1988. The long-haul trucking sector has been developed based upon centuries of technological advancements that have gotten us to where we are today. It would be irresponsible of us to think that a diesel replacement won’t take just as long.”

While some states are pushing for stringent environmental laws, requiring trucks to meet ambitious environmental standards, Heller argues that the existing power grid is ill-prepared for widespread electric vehicle adoption.

“The reality is that as aggressive as these timelines are, we just are not there as a nation,” he said. “Electricity has shown tremendous promise, but today, it cannot replace the impact that the diesel engine has in serving the U.S. economy. A rush to replace it would serve as shortsighted and irresponsible at a time when the needs of the national freight system are so paramount.”

Concerns about electrification and emissions standards are shared by other industry leaders. At the Arkansas Trucking Association’s 2023 annual conference, American Trucking Association President and CEO Chris Spear emphasized the need to amplify the industry’s voice regarding stricter emissions standards.

The Environmental Protection Agency’s (EPA) Clean Trucks Plan, specifically its third phase, has become a focal point in the debate over big rig emissions.

“Phase 3, on NOx, that’s the toughest stuff,” Spear said. “It’s like squeezing blood out of a rock.”

The plan aims to reduce the production of diesel-fueled rigs, replacing them with vehicles powered by electricity or alternative fuels. The EPA’s recent finalization of the plan in December 2022 targets a cut in smog- and soot-forming emissions from new heavy-duty trucks starting with the model year 2027.

While acknowledging the industry’s strides in reducing emissions from diesel engines, Spear, like Heller, believes that electric trucks are unlikely to dominate the industry in the near future. The debate over the future of trucking’s power sources continues, with industry leaders navigating the complexities of environmental regulations and technological advancements.

Source: The Trucker

The post Electrifying the Trucking Industry May Not be Anywhere in the Near Future appeared first on Truck Drivers USA.

“Just because something appears to be better for the planet does not necessarily mean it is,” he said.

Since 2016, Harper has been deeply engrossed in exploring the realm of electric and autonomous vehicles. During his presentation, he shared a video showcasing cobalt miners in the Democratic Republic of the Congo, emphasizing the critical role of cobalt in the production of batteries for electric and autonomous transportation. Harper noted that while cobalt may appear environmentally beneficial, it doesn’t necessarily guarantee sustainability.

“We have to be educated about all forms of energy today, understand where it comes from and what its by-products are and impact on people around the world,” Harper said. “There’s been a ton of progress made since 2016, but we still have many challenges as technology is ahead of infrastructure and also policy in many cases. [While there are challenges I] can’t wait to have more zero-emissions trucks. We have five of those today (at J.B. Hunt), and drivers love them. You don’t smell like diesel; they are quiet and powerful, but there are problems. You don’t have the range that is one-fifth of what diesel provides. It also weighs more, and it takes longer to charge. It costs three times as much as a diesel rig, and if you can find a charging station and it is working.”

Research revealed that a significant 21% of charging stations are out of operation at any given time, as reported by J.D. Powers.

“With all of those issues, we have policy coming that will require electric vehicles, and we will see where all this shakes out,” Harper said. “We are applying for the power we will need to fuel these vehicles. That’s why I learn all I can about access to clean and reliable energy.”

Nations aiming to meet their climate targets and energy security objectives by 2040 will need to invest in the addition or replacement of millions of miles of transmission lines, amounting to an estimated annual cost of around $600 billion, according to the International Energy Agency,

“We have to get more electricity around the world, but it’s confusing to understand which way we should go,” Harper said. “That’s why we have gathered all the information we can. Before we make some bold statement or get on the bandwagon to cut off one energy source, we need to understand that the whole world needs more energy, some just to improve their daily lives, others to power their plants and operate their infrastructures. The world needs more, not less.”

The aging infrastructure of power plants in the United States is notable. The average age of power plants is approximately 29 years, with coal plants averaging 45 years, natural gas-powered plants at 22 years, and nuclear plants at 39 years. In 2022, renewable energy sources like wind, water, solar, biomass, and geothermal contributed 21.5% of the total electricity generated in the U.S., with nuclear at 18.2%, coal at 19.6%, and natural gas at 39.8%.

“No one wants to do with less,” Harper said. “We have to find a way to be more sustainable around the globe, across our companies and households. When you dig into the sources of electricity, it’s easy to see fossil fuels still play a critical role in supplying the energy we need. As we look at clean alternatives, we also have to keep what we already have. Fossil fuel engines are going to be around for some time yet.”

Harper emphasized the importance of considering the energy expended during production and leaving a cleaner carbon footprint. Despite the perception that electric batteries are a green solution, they may not be as environmentally friendly as one might assume.

Highlighting issues such as limited range, increased weight, and downtime for recharging, Harper expressed concern that transitioning to electric trucks could necessitate expanding the number of trucks required to perform the same tasks.

Large charging stations, he noted, can charge up to 200 trucks simultaneously but often require backup generators to meet freight demand, sometimes operating three days a week.

“We also can get caught up with what we are going to have and lose sight of what we have today,” he said. “In intermodal, we can help shippers get a 60% reduction in carbon emissions per shipment. We are a large player in the intermodal logistics space and continue to move more customers to this mode when they are looking for a greener solution… [Toyota has] a promising technology that uses less cobalt and charges faster with a range of nearly 700 miles for a passenger car they are close to releasing.”

“There will be a commercial truck version coming later, and that holds promise. Harper said EV and hydrogen cell options each hold promise, but there has not been any big shift in either direction. I welcome the greener solutions. We are investing in all of them and staying close to the fuel providers that have served us for many years, as I don’t think they will sit still and let others take market share. They will be the first to move with hydrogen cell fueling or electric charging when there is substantial advancement in one direction.”

Source: The Trucker

The post The Challenges of Electrifying the Trucking Industry appeared first on Truck Drivers USA.

Volvo Trucks want to help solve this. Recently, they announced a soon to be global initiative that aims to relieve the burden of finding chargers from motor carriers.

In partnership with leading companies, Volvo has developed a fast-charging network in Sweden, with plans to open 130 charging stations this year and next.

Now, with Volvo Trucks’ new service, carriers can easily locate and access charging stations, regardless of the truck manufacturer. The platform displays all suitable charging stations for heavy duty vehicles, regardless of the operator. Plus, payment for charging is as seamless as ever with the new platform. Furthermore, you’ll soon be able to reserve charging time.

The initiative is starting in Sweden, but the company has plans to expand the service throughout Europe and beyond.

The first wave of charging stations will provide access to 29 stations operated by OKQ8 and all charging stations will be powered by green electricity.

“This is a real breakthrough for the electrification of heavy transport,” said Roger Alm, president of Volvo Trucks. “Our customers will be able to access public fast chargers all around Sweden, and as a result going electric is easier than ever. Customers will be able to obtain reliable information about where to find charging stations for heavy electric trucks, and they can be assured that they are paying a fair market price with no hidden fees. With the possibility to plan the route ahead in a good way and a minimum of administration, I am convinced that this is an important step towards making electric trucks even more popular with fleet owners.”

How it Works

Volvo Trucks introduces their charging service as part of Volvo Connect, their digital services interface. Customers can easily locate and pay for charging through the Volvo Connect app. A convenient digital map displays available charging stations, with the option to book charging time in the near future.

Upon arrival at a charging station, customers simply use a card or the mobile app for identification and to initiate charging. To make things even easier, customers receive a single, consolidated invoice for all charging services.

Source: CCJ Digital

The post Volvo Introduces New Service to Make Electric Vehicle Charging Easier for Fleets appeared first on Truck Drivers USA.