AFV Truck/Commercial Vehicle topic

My Nissan Leaf Forum

Help Support My Nissan Leaf Forum:

This site may earn a commission from merchant affiliate links, including eBay, Amazon, and others.
To provide some more info on Nikola's announcement, via GCC:
The battery-electric trucks will be available in 500 kWh, 750 kWh and 1,000 kWh configurations. The company is positioning the all-battery versions for short haul, while the hydrogen fuel cell versions are targeted for long haul.

The Nikola One will, for the moment, remain hydrogen only, as it is targeted for long-haul operations, being equipped with a sleeper cab.

Nikola went on to emphasize that the hydrogen trucks are 5,000 lbs lighter than the battery-electric trucks, and cheaper for long haul applications even with current hydrogen costs. Nikola positions battery-electric for inner cities and non-weight-sensitive applications.

We will see 50:1 more hydrogen orders but [for] some applications BEV works great.

—Nikola tweet

As a comparison between the two powertrains, Nikola said that:

A battery-electric truck at 80,000 lbs uses ~ 2.25 kWh per mile in real weather and normal hills on routes. A 1 MWh configuration (1,000 kWh) will support a range of about 400 miles, with 90% of the battery being usable. In cold weather, that will drop to 300 miles. A 1MWh pack will used 69,000 21700 cells.

The fuel cell version of the 80,000lb truck requires the same 2.25 kWh/mile as the battery version, and will get around 7-10 miles per kg H2. The weight of the fuel cell system is about 3,000 - 5,000 lbs less than that of the battery system. . . .
https://www.greencarcongress.com/2019/02/20190210-nikola.html

Any trucking company calculating the relative costs of FCEV vs. BEV will do so based on ton-mile costs and time (along with longevity, reliablity and maintenance). BEVs make the most sense for P&D and shorter-range distribution, because their weight isn't an issue (no scales for local trips, and some distribution routes won't encounter them or can avoid them without wasting a lot of time), and they are returning to the same location each day with significant idle time.

Long haul is a different matter - the cost of the extra tractors you need to haul the weight you couldn't (legally) carry in the heavier BEV adds up, as does fueling time. I expect the last will be especially significant once semis become autonomous, as no provision will be needed for driver stop requirements, only energy replenishment. California has already passed a law allowing a 2,000 lb. overweight for AFV trucks, apparently at the behest of the NG truck lobby, and H2 will probably add about the same or more - a BEV semi would bump the tare weight even more, requiring an even greater overweight if the load isn't reduced. As I've previously stated, I'm not a fan of such laws given the extra road damage they cause, and whether or how much we may see expansion of them remains to be seen. Here's a related article, via IEVS:
For Electric Trucks, 500-Mile Range Seems To Be The Sweet Spot
https://insideevs.com/electric-truck-500-mile-range/

. . . In a recent research study, it was found that the “Electric truck market is expected to attain a market size of 1,508.1 thousand units by 2025.” Yes, that’s an odd unit of numerical measure there. But we won’t dwell on that.

Let’s move on to electric range. This is where the figures are more meaningful to us. The report states:

  • Based on range, the electric truck market is categorized into 0-150 miles, 151-250 miles, 251-500 miles, and above 500 miles. The market for electric trucks with a range of above 500 miles is projected to register the highest growth, with a growth rate of over 30% in terms of volume, during the forecast period, owing to the growing demand for long-haul trucks.

This implies that range is a big factor, with the highest growth predicted in the highest range segment of above 500 miles. That range is not easy to achieve in a big, heavy-hauler though without lots of battery. For example, Nikola Motors says that the 1 MWh battery pack in is expected to give Nikola Two a range of 400 miles (640 km) or 300 miles (480 km) in cold weather. Nikola adds that such a big battery will weigh half of the truck’s weight.

So, you get the idea here. To get lots of range in a semi it takes loads of batteries and adds a ton of weight. Or perhaps a new, super advanced battery that’s unlike anything we’ve ever seen. . . .
Maybe batteries will improve to the point that FCEVs lose their weight/range/longevity/fueling time advantages, maybe not. In any case, arguing about which is better here is silly - the trucking companies employ people to do those calcs and figure out the LCC given the operational requirements, and they're far better positioned to make those judgments than anyone here. You can be sure that they will make those calcs.
 
GCC:
New Flyer 40' and 60' Xcelsior fuel cell buses complete Altoona testing; eligible for FTA, HVIP funding
https://www.greencarcongress.com/2019/02/20190212-fceb.html

. . . The Xcelsior FCEBs are battery-dominant hybrids, based on the standard Xcelsior CHARGE electric propulsion system. The battery provides the bus with short-term power and energy, while the fuel cell system acts like a steady-state battery charger, operating in an optimal efficiency zone.

The hydrogen fuel cell can extend the range of a battery-electric bus to up to 300 miles on a single refueling and requires no off-board electric recharging.

With this important accomplishment, the FCEBs are commercially available for sale utilizing FTA funding. Both models will also be eligible for California’s Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP).

The current $300,000 HVIP voucher incentive covers 40-foot transit buses and Class 8 trucks powered exclusively by hydrogen fuel cells. Both funding opportunities enable transit agencies to support the transition to zero-emission operations.

New Flyer’s Xcelsior FCEBs offer extended range in excess of 260 miles; rapid refueling with hydrogen in less than 10-minutes; 95% material recycling; and full route flexibility. . . .
 
So, these New Flyer H2 FCVs have a curb weight of 31,500 lbs. and a range of 260 to 300+ miles. Proterra BEV buses with the same curb weight (and a MUCH lower COG) have a range of 210 to 341 miles. Since the Proterra at that weight contains a 550-kWh battery, I seriously doubt the fuel cell on the New Flyer attains the average efficiency of 56% implied by claiming that a 37.5 kg hydrogen tank has "Equivalent Battery Energy" as a 700-kWh battery. Or perhaps the Proterra drivetrain is simply more efficient than that found in the New Flyer. If you need more range, the Proterra is also available with a 660-kWh battery at a curb weight of 33,150 lbs. that offers a range of 245 to 390 miles.

Let's review the "advantages" of the New Flyer H2 FCV bus:
- 10-minute empty-to-full refueling (the 660-kWh Proterra with overhead charging can gain 24 miles of range during a 10-minute stop)
- Available in a 60-foot version
- Costs more to purchase (likely much more than even the 660-kWh Proterra with DuoPower and overhead charging)
- Refueling infrastructure costs significantly more
- Fuel costs significantly more
- Maintenance costs more
- Reliability is lower
- Top heavy (But don't worry: when they tip over, New Flyer blames the driver.)

It's a "solution" only someone spending OPM could love.
 
GCC:
First electric Volvo trucks delivered to customers
https://www.greencarcongress.com/2019/02/20190220-volvo.html

Volvo Trucks delivered its first all-electric vehicles on 19 February: a refuse truck to waste and recycling company Renova, and a distribution truck to the logistics company DB Schenker and partner haulier TGM, operating in Sweden. . . .

The Volvo FL Electric trucks are part of a pre-series developed in collaboration with selected customers. Series production of the Volvo FL Electric (earlier post) and its powerful sibling, the Volvo FE Electric (earlier post), will commence with a limited number of trucks for the European markets in the second half of 2019. . . .

The Volvo FL Electric and Volvo FE Electric trucks are developed for distribution, refuse handling and other urban transport applications. The Volvo FL Electric has capacity for a GVW (gross vehicle weight) of 16 tonnes, while the Volvo FE Electric has capacity for a GVW of 27 tonnes.


Also GCC:
Mercedes-Benz delivers electric eActros heavy-duty truck to Logistik Schmitt for testing; countering catenaries
https://www.greencarcongress.com/2019/02/20190215-eactros.html

. . . As part of the eWayBW project, commercial transport will be electric on the B462 federal road around Rastatt with the test operation of catenary trucks as of 2020. On an approximately 18 km long pilot track on the B462, three sections with a total length of almost 6 km will be electrified.

While preparations for the construction of the necessary infrastructure are still ongoing, at a cost of some €17.6 million (US$20 million), the eActros is mobile with its battery-electric drive, fully flexible and in need of only minimal infrastructure; nothing more than a charging station, Mercedes-Benz Trucks points out.

Daimler has taken the position that due to the high infrastructure costs involved, the company does not see potential in overhead lines at present; also in view of the rapid development of battery and fuel cell technology.

From spring of this year, Logistik Schmitt will be operating the eActros in place of a conventional diesel truck as part of a field test transporting transmission housings. The eActros will be tested on an around 7km stretch in a demanding three-shift system between Logistik Schmitt’s warehouse in Ötigheim and Rastatt's Mercedes-Benz Gaggenau plant. The daily tour of the 25-tonne truck totals around 168 kilometers.

This represents the kick-off to a series of eActros field tests taking place over several years in the Murg valley and the surrounding region. As a next step, comparative tests with the catenary project will be carried out with an advanced version of the eActros as a semitrailer tractor variant with higher tonnage and range. . . .

In the first phase of the eActros test operation, Logistik Schmitt is integrating a vehicle with a swap body into the company fleet. The eActros transports up to twelve tonnes and drives twelve tours a day. The batteries in the eActros are charged also while the vehicle is being loaded or unloaded so that the total 200-kilometer range of the eActros can be optimally used. Initially the vehicle will be charged using a mobile charging station.

Second phase: parallel testing with the catenary truck. As of the second phase of the eActros project in the Murg valley, the 25-tonne truck from the first phase will be replaced by an advanced version of the electric truck in form of a semitrailer tractor unit.

Using the eActros semitrailer, Logistik Schmitt will deliver axle components along the 14 kilometers from the warehouse in Ötigheim to the Mercedes-Benz Gaggenau plant—mainly via the B462. This route is, for the most part, the same as that for the catenary project.

The specifications of the eActros semitrailer truck will be comparable to those of the overhead catenary trucks, among other things in terms of the higher tonnage and range. This parallel testing of the eActros and the catenary trucks will take place for approximately one year and will deliver data and findings necessary for comparing both concepts, e.g. in what way the vehicles are suitable for this operation.

Third phase: direct comparison with the overhead catenary truck. During a third phase of the project, the eActros semitrailer truck will travel the exact catenary truck route for approximately one to two weeks so that a direct comparison can be made. This will serve to validate the second phase. During this direct comparison, the eActros will transport rolls of paper the 18 kilometers from the paper mills in Gernsbach-Obertsrot to the Fahrner logistics site in Kuppenheim—just like the trucks involved in the overhead-lines project.

A conventional diesel Actros equipped to the Euro VI emissions standard and fitted with measuring equipment will serve as a neutral starting point for the comparison of the concepts and will drive along the overhead-lines route. It will then be possible to compare the energy consumption of the electric trucks—battery-electric and catenary—with the consumption of the diesel truck. . . .


Also GCC:
GreenPower launches EV Star CarGO Van; EV with 6,000 lb payload and 570 ft3 capacity
https://www.greencarcongress.com/2019/02/20190219-greenpower.html

GreenPower Motor Company Inc., a Canada-based manufacturer of electric buses, has launched the EV Star CarGO Van, an all-electric 25-foot cargo van with capacity of more than 570 cubic feet, a payload of up to 6,000 pounds, and an operational range of up to 150 miles on a single charge.

The EV Star CarGo Van, a variant of GreenPower’s 25' electric EV Star bus, can be configured with either a Level 2 or a CCS DC Fast charge system. . . .
 
GCC:
Lion Electric launches battery-electric Class 8 urban truck
https://www.greencarcongress.com/2019/03/20180312-lion.html

Canada-based Lion Electric Co. (Lion) has unveiled its first all-electric Class 8 urban truck this morning. The Lion8 will be commercialized this Fall and the first vehicle will be delivered to Société des Alcools du Québec (SAQ).

The Lion8 supports a battery capacity of up to 480 kWh (LG Chem NMC cells) for a range of up to 250 miles on a single charge. . . .

The standard on-board charging system is 19.2 kW AC (J1772); DC fast charging (CCS Combo) is available. The on-board charger has V2X capabilities.

The electric motor delivers up to 350 kW and 3,500 N·m of torque. The Lion8 has a maximum speed of 65 mpg (105 km/h).

Multiple wheelbase configurations are available, and the truck is available as a straight-body truck or a tractor. . . .
 
GCC:
New Flyer unveils Xcelsior CHARGE H2 bus; first to offer two fuel-cell-electric models eligible for federal funding
https://www.greencarcongress.com/2019/03/20190313-nfi.html

New Flyer of America Inc. and New Flyer Industries Canada ULC . . . unveiled the Xcelsior CHARGE H2—ts fuel cell-electric heavy-duty transit bus—and announced that both the forty-foot and sixty-foot model have successfully completed the Federal Transit Administration (FTA) Model Bus Testing Program at Altoona, Pennsylvania (Altoona Testing).

This makes the Xcelsior CHARGE H2 the first sixty-foot fuel cell-electric bus to complete Altoona, and establishes New Flyer as the only manufacturer to offer both a forty-foot and sixty-foot fuel cell-electric model that qualifies for federal funding.

With a range of up to 300 miles (483 km), the bus can be refueled in 6-20 minutes depending on the model and operating conditions. . . .

New Flyer has more than 50 years of experience manufacturing zero-emission buses (ZEBs). It introduced its next-generation battery-electric bus, the Xcelsior CHARGE in 2017. With the addition of the Xcelsior CHARGE H2, New Flyer offers the most diverse lineup of commercially available zero-emission transit buses in North America, and remains the only North American manufacturer to provide all three types of ZEB propulsion systems: trolley-electric, all battery-electric, and fuel-cell-electric.

New Flyer is currently delivering 25 Xcelsior CHARGE H2 fuel cell-electric buses to three transit agencies as part of California Climate Investments (CCI). . . .

New Flyer currently has significant ZEB orders from major cities including Toronto, Boston, Minneapolis, New York, Portland, and Vancouver. In California alone, New Flyer has sold nearly 80 battery-electric buses, with active programs in Coachella Valley, Los Angeles, Oakland, Orange County, and San Diego. . . .
 
GCC:
Impact Transportation deploys Orange EV electric yard truck to Port of Oakland operations; HVIP funding
https://www.greencarcongress.com/2019/03/20190320-impact.html

Orange EV and Impact Transportation announced the deployment of an Orange EV T-Series battery-electric terminal truck to Impact’s 250,000 square foot warehouse and special project site supporting Port of Oakland operations.

Impact’s Orange EV truck is DOT compliant and built with an 80 kWh battery pack and standard charging. The pure-electric yard truck is used to pull containers, 53-foot vans, flatbeds, and large, heavy, out-of-gauge cargo.

According to onboard telematics data, Impact can operate the Orange EV truck for about 11 hours on a single charge if needed, although the site is routinely opportunity charging, plugging in to charge during breaks, shift changes, and other downtime.

Battery endurance varies as with a tank of diesel, where energy consumption can be higher or lower based on how hard the truck is working. Orange EV offers a range of equipment configurations to meet site-specific needs including larger battery pack (e.g., 160 kWh) and fast charging. With a 160 kWh battery pack, Impact could operate about 22 hours on a single charge. . . .

Impact Transportation utilized funding from the Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) to purchase ththeeir Orange EV truck. HVIP is currently open, enabling discounts of up to $165,000 per Orange EV terminal truck. Fleets using Orange EV trucks can now also monetize site-generated carbon credits worth thousands of dollars per truck annually.
 
GCC:
Hyster to develop fuel-cell electric reachstacker for Port of Valencia
https://www.greencarcongress.com/2019/03/20190323-hyster.html

Hyster Europe is developing a zero-emission reachstacker featuring a hydrogen fuel cell for the Port of Valencia, as part of the European Horizon 2020 program and H2Ports project. The port will be the first in Europe to incorporate hydrogen energy in its operations. . . .

The reachstacker is expected to enter operation in 2021, where it will undergo thorough testing handling laden shipping containers alongside several existing reachstackers. . . .

Hyster-Yale Group is participating in the H2Ports project alongside the Port Authority of Valencia, the Valenciaport Foundation, the National Hydrogen Center, MSC Terminal Valencia, Grimaldi Group, Atena, Ballard Power Systems Europe and ENAGAS.

The project has received funding from the Fuel Cells and Hydrogen Joint undertaking (FCHJU) which also includes the development of an electric yard tractor and the installation of a mobile hydrogen supply station.

The H2Ports project follows a similar development in the Port of Los Angeles and the electrification of a Hyster laden container handler powered by a Nuvera fuel cell engine.
 
GCC:
Harbour Air and magniX partner to build world’s first all-electric airline; seaplanes to ePlanes
https://www.greencarcongress.com/2019/03/20190326-ha.html

Electric aviation technology company magniX and Harbour Air, North America’s largest seaplane airline, announced a partnership to transform Harbour Air seaplanes into an all-electric commercial fleet powered by the magni500, a 560 kW (751 shp) all-electric motor that delivers 2,814 N·m of torque.

Operating 12 routes between hubs such as Seattle and Vancouver and across the Pacific Northwest, Harbour Air welcomes more than 500,000 passengers on 30,000 commercial flights each year. Through this partnership, both companies are furthering the vision to someday connect communities with clean, efficient and affordable electric air travel. . . .

The aviation industry currently contributes 12% of all US carbon emissions and 4.9% globally, all while providing few low-cost, fuel-efficient options for passenger flights under 1,000 miles. By modifying existing Harbour Air planes with all-electric magniX propulsion systems, the partnership will create the world’s first completely electric commercial seaplane fleet. A Harbour Air ePlane will have zero reliance on fossil fuels and produce zero emissions.

  • In 2018, 75% of worldwide airline flights were 1,000 miles or less in range. With magniX’s new propulsion systems coupled with emerging battery capabilities, we see tremendous potential for electric aviation to transform this heavily trafficked ‘middle mile’ range. We’re excited to partner with Harbour Air, a forward thinking, like-minded company that is dedicated to bringing environmentally conscious, cost effective air-transport solutions to the West Coast of North America. This partnership will set the standard for the future of commercial aviation operators.

    —Roei Ganzarski, CEO of magniX
. . .

The first aircraft to be converted will be the DHC-2 de Havilland Beaver, a six-passenger commercial aircraft used across Harbour Air’s route network. Harbour Air and magniX expect to conduct first flight tests of the all-electric aircraft in late 2019. . . .
They offer lots of short air tours and puddle jump flights, so this may well work for those. I doubt there's any way at the moment they can do flights over an hour if using batteries as indicated for energy storage. Fuel cells might be able to boost that up to say 4-500 mile radius.


IEVS:
Taxis In Oslo Will Be Electric & Wirelessly Fast Charged
https://insideevs.com/taxis-ioslo-electric-wirelessly-fast-charged/

Fast wireless charging of taxis at 75 kW

Fortum, an energy company and operator of a charging network, together with the City of Oslo and the American company Momentum Dynamics, intends to build a wireless fast-charging infrastructure for taxis.

  • Fortum Charge & Drive has long been working with the taxi industry to enable electrification of the taxi fleet. The greatest hurdle has proved to be the infrastructure: It is too time consuming for taxi drivers to find a charger, plug in and then wait for the car to charge. The wireless fast-charging project aims to solve these issues and thereby reduce climate emissions from the taxi sector – not only in Norway, but in the entire world.”

The proposition for Oslo is 75 kW wireless fast charging stations where the taxis are parked. The first is to be installed at the Oslo Central Station.

The plan is to have only zero-emission taxis in Oslo by 2023 and who knows, maybe also wirelessly charged if the pilot project succeeds. . . .
While the overall idea of wireless charging of taxis sounds great, the only remaining question is about the health of the drivers, who in contrast to wireless home charging, stays in the vehicle, where he/she is in close proximity to at least a few percent of energy is emitted as a losses of wireless energy transfer. Example 5% out of 75 kW would be nearly 4 kW. Exposure for an hour or two every workday is at least worth a double check. . . .
 
GCC:
Ballard Power Systems establishing a Marine Center of Excellence in Europe for fuel cell applications
https://www.greencarcongress.com/2019/04/20190408-ballard.html

Ballard Power Systems Europe A/S . . . is establishing a Marine Center of Excellence (Marine CoE) dedicated to fuel cell marine applications at the company’s engineering, manufacturing and service facility in Hobro, Denmark. The Marine CoE will design and manufacture heavy duty fuel cell modules to address zero-emission powertrain requirements for the marine industry.

A new motive fuel cell system manufacturing hall is planned to be constructed and operational at the Hobro location by year-end 2019, with expected annual production capacity of more than 15 megawatts (MW) of fuel cell modules. Fuel cell module development work at the Marine CoE will be based on Ballard’s new FCgen-LCS fuel cell stack and next-generation heavy duty power module, which are planned for commercial launch later this year, and will be designed to meet European marine certification requirements.

Benefits of Ballard’s FCgen-LCS fuel cell stack, compared to the current generation liquid-cooled fuel cell stack that it will replace, include: significantly lower life cycle cost; ultra-long durability; higher power density; freeze-start capability; high tolerance to operating conditions; simplified systems integration; and sustainability.

Reduction of pollutants and carbon emissions is a high priority for the marine industry and port cities. Regulations to restrict diesel emissions are being introduced at the local and regional levels in various parts of the world, and this is generating interest in zero-emission fuel cell technology.

In 2018 the United Nations International Maritime Organization (IMO) announced a strategy to reduce GHG emissions from ships, including a 50% reduction in GHGs by 2050 as compared to the 2008 level, and complete elimination of GHGs as soon as possible in this century. The IMO has estimated that 1.135 billion tonnes of CO2 was emitted by ships in 2008, representing 3.5% of the global total that year. . . .

Ballard fuel cell modules deliver: (i) design flexibility, including modular components and scalable power (from 100 kilowatts to more than 1MW) to support vessel propulsion, auxiliary power and/or system redundancy; (ii) extended range, proportionate to the volume of energy-rich compressed liquid hydrogen fuel stored on board a vessel (which can also be rapidly replenished), rather than creating a weight challenge through the addition of heavy batteries; and (iii) positive economics, underpinned by the compatibility of fuel cell DC power with battery hybrid electric architectures.

In addition to work on MW-scale marine power solutions with ABB, Ballard is actively involved in a number of sub-MW marine projects, including: development of HySeas III, the world’s first sea-going renewables-powered car and passenger ferry, which will operate in the Orkney Archipelago off the coast of Scotland; participation in the H2PORTS project to facilitate a rapid transition at Europe's ports from fossil fuels to low-carbon, zero-emission alternatives based on hydrogen and fuel cells, initially at the Port of Valencia in Spain; and a Flagships project to demonstrate fuel cell commercial readiness by powering a ferry in Norway and a river barge in France.
 
GCC:
Ballard to supply Norled with 200 kW fuel cell modules to power ferry in Norway
https://www.greencarcongress.com/2019/04/20190410-ball.html

Ballard Power Systems Europe A/S . . . has signed an Equipment Supply Agreement (ESA) with Norled A/S, one of Norway’s largest ferry and express boat operators, to provide two next-generation 200 kW fuel cell modules that will be used to power a hybrid ferry planned to begin operating in 2021.

The Ballard modules will be designed and manufactured at the company’s new Marine Center of Excellence at its facility in Hobro, Denmark. (Earlier post.)

The Norled vessel—which has carrying capacity for up to 299 passengers and 80 cars—is expected to be the first liquid hydrogen fuel cell-powered ferry in commercial operation globally.

Norled operates 80 ferries and express boats and has invested significantly in new types of vessels and eco-friendly technologies.
 
GCC:
Hyundai Motor, H2 Energy JV to spearhead hydrogen mobility in Europe; 1,600 fuel cell heavy-duty trucks to the JV through 2025
https://www.greencarcongress.com/2019/04/20190416-hyundai.html

. . . To begin the joint venture’s operations, Hyundai Motor will deliver 1,600 fuel cell electric heavy-duty trucks to Hyundai Hydrogen Mobility from 2019 through 2025. The venture will then lease a large portion of these fuel-cell powered trucks to the H2 Mobility Switzerland Association, which comprises major refueling station operators, transport and logistics companies, as well as to various other industry players that promote hydrogen mobility in Switzerland.

The joint entity will further expand its market presence to other European countries beyond Switzerland.

Hyundai Hydrogen Mobility also plans to penetrate the hydrogen sales market through a subsidiary firm that produces and supplies hydrogen in Switzerland, with prospects for entering other European countries.

With the establishment of Hyundai Hydrogen Mobility, Hyundai expects to gain a foothold in Switzerland, where the demand for fuel cell trucks is expected to grow from a stiff nationwide road tax on diesel trucks, which incentivizes fleet operators of diesel trucks to switch to zero emission vehicles.

In the longer term, Hyundai plans to establish an advanced, sustainable position in Europe’s fuel cell electric commercial vehicle market, as it increasingly embraces green mobility amid stringent regulations targeting carbon emissions. . . .

H2 Energy has industrywide capabilities throughout Switzerland’s hydrogen ecosystem, encompassing hydrogen production and supply, refueling stations, fuel cell vehicle procurement and other fields. The company also offers technical and consulting solutions, drawing on its engineering expertise, extensive infrastructure, solid market presence and close industrywide connections.

After scaling up to meet the demand in Europe, Hyundai will launch its fuel-cell commercial vehicle businesses in other regions around the world, including the US and domestic market in Korea. . . .
 
IEVS:
Nikola Wows Huge Crowd With Five Zero-Emission Vehicles
https://insideevs.com/nikola-wows-crowd-five-zero-emission-vehicles/

Nikola provided much more than eye candy and vaporware at its recent event.

Just a few hours ago, in the wee hours of the morning, we returned from an intense two-day event in Scottsdale, Arizona, coined Nikola World 2019. We’ll be honest to say that there’s a ton to take in and cover. Nikola Motor Company went all out with its big reveal, showcasing five future vehicles, including the Nikola Two, Tre, NZT, Wav, and Reckless.

We’re excited to report that the event was incredibly well-organized and packed with opportunities. Aside from the official live reveal in the video above, we moved through an exhaustive schedule consisting of interviews, press conferences, breakout sessions, demo rides, product demonstrations, supplier showcases, and much more.

Over the course of the coming days, we’ll be sharing more about our experiences at the event, complete with some candid images and our overall take on Nikola and its future, which we are confident may prove much more positive than we previously assumed. . . .

For now, we suggest checking out Nikola’s livestream presentation (above) and the company press release (below). It was quite clear to us that the startup took the time to get its ducks in a row in an attempt to prove naysayers wrong and show that its products are the real deal and not vaporware. To say that we were impressed overall would be an understatement, and we can only hope Nikola is able to secure success down the road. . . .
 
GCC:
Toyota, Kenworth, POLA and CARB unveil next-gen heavy-duty fuel-cell truck; ZANZEFF
https://www.greencarcongress.com/2019/04/20190423-tfcv.html

. . .Since operations began in April 2017, the Project Portal “Alpha” and “Beta” Proof of Concept Class 8 trucks have logged more than 14,000 miles of testing and real-world drayage operations in and around the ports of Los Angeles and Long Beach while emitting nothing but water vapor.

The first Kenworth/Toyota Fuel Cell Electric Truck (FCET) under the ZANZEFF project will begin drayage operations in the fourth quarter. . . .

The latest Fuel Cell Electric truck utilizes the Kenworth T680 Class 8 model combined with Toyota’s fuel cell electric technology and is part of the ZANZEFF project. Pioneered by the Port of Los Angeles with leading support from Toyota, Kenworth, and Shell, the endeavor provides a large-scale “Shore-to-Store” plan and a hydrogen fuel-cell-electric technology framework for freight facilities to structure operations for future goods movement. The initiative will help reduce emissions by more than 500 tons of Greenhouse Gas and 0.72 weighted tons of nox, ROG and PM10. . . .

The Port of Los Angeles . . . will develop the project in several phases, ultimately encompassing initiatives in Southern California, the Central Coast Area, and Merced County. The initial phase is designed to kick-start the leap to a new class of goods movement vehicles, while reducing emissions in designated disadvantaged communities.

The project phases will include:

  • Ten new zero-emissions fuel-cell-electric Kenworth/Toyota FCET developed through a collaboration between Kenworth and Toyota to move cargo from the Los Angeles and Long Beach ports throughout the Los Angeles area, the Inland Empire, the Port of Hueneme, and eventually to Merced. The trucks will be operated by Toyota Logistics Services (4), United Parcel Services (3), Total Transportation Services Inc. (2), and Southern Counties Express (1).

    Two new large capacity heavy-duty hydrogen fueling stations will be developed by Shell in Wilmington and Ontario, California. The two new stations will join three additional stations located at Toyota’s Long Beach Logistics Services and Gardena R&D facilities to form an integrated, five-station heavy-duty hydrogen fueling network for the Los Angeles basin. Together, these stations will provide multiple sources of hydrogen throughout the region, including over 1 ton of 100% renewable hydrogen per day at the Toyota Logistics Services station to be operated by Shell, and important research and development advances at a pair of stations operated by Air Liquide, all enabling zero-emissions freight transport.

    Expanded use of zero-emissions technology in cargo terminal and warehouse environments, including the first two zero-emissions yard tractors to be operated at the Port of Hueneme, as well as the expanded use of zero-emissions forklifts at Toyota’s port warehouse.

More than 16,000 trucks serve the Los Angeles and Long Beach port complexes—North America’s largest trade gateway for containerized cargo. That number that is estimated to grow to 32,000 by 2030. Currently, more than 43,000 drayage trucks are in operation at ports across the United States.

This announcement is an extension of Toyota’s Environmental Challenge 2050 efforts to eliminate CO2 emissions from its operations. Toyota has previously announced the construction of the Tri-Gen facility which will be the first megawatt-sized carbonate fuel cell power generation plant with hydrogen fueling in the world. The 100% renewable plant will use agricultural waste to generate water, electricity, and hydrogen that will support Toyota Logistics Services’ (TLS) operations at the Port of Long Beach.
 
GCC:
New Flyer’s Xcelsior CHARGE H2 fuel-cell bus achieves 350 miles of zero-emission range in a test demonstration for OCTA
https://www.greencarcongress.com/2019/04/20190426-nfi.html

New Flyer of America announced that a test demonstration with a New Flyer 40', heavy-duty fuel-cell-electric Xcelsior CHARGE H2 bus for the Orange County Transportation Authority (OCTA) achieved 350-miles (563 km) of zero-emission range. These results exceeded the 300-mile range performance target by 17% without refueling.

The forty-foot Xcelsior CHARGE H2 was equipped with a Ballard Power Systems fuel cell, producing electricity in motion to continuously recharge the 100 kWh of batteries to power a Siemens electric drive motor.

The bus operated for 28 hours and achieved 10.4 miles per diesel gallon equivalent. When the hydrogen tanks were fully depleted, the zero-emission bus (ZEB) operated on battery reserve for an additional 20 miles, to achieve a combined range of 350 miles.

The demonstration was completed on OCTA’s Route 47 operating from Fullerton to Newport Beach in April 2019 with a payload representing fully-seated passenger capacity. . . .

As announced April 2018, New Flyer is delivering 10 forty-foot fuel cell-electric Xcelsior CHARGE H2 buses to OCTA, along with 10 of the same model to the Alameda-Contra Costa Transit District under the Fuel Cell Electric Bus Commercialization Consortium Project, funded by the California Air Resources Board and its California Climate Investments Program (CCI).

  • Under California’s Innovative Clean Transit regulation, starting in 2023 large transit fleets will be required to purchase ZEBs for at least 25 percent of total procurements, ultimately transitioning to 100 percent ZEBs by 2040. This New Flyer demonstration shows fuel cell-electric buses can play a critical role in a zero-emission fleet, operating 24 hours a day with refueling in as little as six minutes, allowing the highest utilization possible.

    —Jaimie Levin, Senior Project Manager and Director of West Coast Operations for CTE

New Flyer manufactures the Xcelsior CHARGE H2 in forty-foot and sixty-foot lengths. In March 2019, New Flyer announced that both had successfully completed the Federal Transit Administration Model Bus Testing Program at Altoona, Pennsylvania. The Xcelsior CHARGE H2 utilizes the same reliable drive system as New Flyer’s Xcelsior CHARGE all-battery electric bus.
 
GCC:
Plug Power, Charlatte America deliver fuel cell cargo tuggers for FedEx at Albany International Airport
https://www.greencarcongress.com/2019/04/20190429-pp.html

. . . The ground support vehicles were built by Charlatte America and operate using Plug Power’s zero-emission ProGen hydrogen fuel cell system. The ProGen powered tuggers are in operation at the Albany International Airport transporting FedEx packages from the sorting facility to delivery airplanes.

Performance and reliability data has been collected during cold winter months, where temperatures can drop as low as -10 deg. F (-23.33 deg. C). The Charlatte America electric GSE vehicles require less maintenance than internal combustion-powered equipment and are designed to support the ongoing market trend to electrification of mobility.

The addition of Plug Power’s ProGen hydrogen fuel cell technology enables the cargo tuggers to tow up to 40,000 pounds without stopping for up to four hours and only requires three to four minutes for refueling. This zero-emission vehicle also operates with a high energy efficiency of around 45%, versus about 20% for diesel.

The wear and tear on the vehicles is lower, reducing maintenance demands such as oil changes, brakes and starter replacements. As a result, these vehicles reduce operational costs while increasing productivity. . . .

Plug Power built one of the first hydrogen fueling stations on the East Coast, at its headquarters in Latham, NY. The FedEx vehicles are refueled and serviced at the Plug Power fueling station, which has been used to refuel the first FedEx delivery van since its launch in January. . . .

The Department of Energy’s Fuel Cell Technologies Office within the Office of Energy Efficiency and Renewable Energy supports early stage R&D that enables progress in hydrogen and fuel cell technologies, and has collaborated with Plug Power, FedEx, and Charlatte on this work, with FedeX Express deploying a fleet of fuel cell cargo tractors at the Memphis Superhub.

Also GCC:
Korea Gas Corporation to invest $4B in hydrogen production and distribution by 2030
https://www.greencarcongress.com/2019/04/20190429-kogas.html

. . . Under the plan, KOGAS will construct 25 hydrogen-producing facilities and pipelines totaling 700 kilometers to transport the gas. By 2030, KOGAS expects to supply 1.73 million tons of hydrogen annually.

KOGAS said demand for hydrogen in South Korea will reach 1.94 million tons per year by 2030 and 5.26 million tons by 2040.

KOGAS also said that with increased output, prices of hydrogen will likely fall to 4,500 won (US $3.89) per kilogram from the current range of 6,500 won to 7,500 won (US $5.62 to 6.48) per kilogram.

KOGAS said it will import 300,000 tons of hydrogen by 2030 and 1.2 million tons by 2040.
 
GCC:
Mack Trucks unveils battery-electric Mack LR Refuse demonstration model
https://www.greencarcongress.com/2019/05/20190508-mack.html

. . . Combining the refuse industry-leading design of the Mack LR model with a fully electric Mack drivetrain, the demonstration model will begin real-world testing in 2020 in the demanding operations of the New York City Department of Sanitation (DSNY).

The Mack LR BEV is powered by Mack’s integrated electric powertrain consisting of two 130-kW AC motors producing a combined 496 peak horsepower and 4,051 lb-ft (5,492 N·m) of torque available from zero RPM. Power is sent through a two-speed Mack Powershift transmission and put to the ground by Mack’s proprietary S522R 52,000-lb. rear axles. . . .

ll of the LR BEV’s accessories, including the hydraulic systems for the Heil DuraPack 5000 body, are electrically driven through 12V, 24V and 600V circuits. Four NMC lithium-ion batteries (Lithium Nickel Manganese Cobalt Oxide) are charged via a 150kW, SAE J1772-compliant charging system.

The charging system supports up to 150kW charging power at 200 amps maximum current.

As one of Mack’s largest customers, DSNY was an ideal choice to test the first LR BEV model in a real-world application. DSNY is the world’s largest sanitation department, with its 10,000 employees collecting more than 12,000 tons of refuse and recyclables each day. . . .

Also GCC:
Ballard fuel cell modules to power 64t B-train tractor-trailers in Canadian hydrogen project AZETEC
https://www.greencarcongress.com/2019/05/20190508-ballard.html

Ballard Power Systems will provide six FCmove-HD fuel cell modules to power two B-train tractor-trailer trucks as part of a C$15 million (US$11.2 million) Alberta Zero-Emissions Truck Electrification Collaboration (AZETEC) project. (A B-train consists of two trailers linked together by a fifth wheel.)

Each module generates 70 kW of power; 3 modules will be installed in each truck. These modules will utilize Ballard’s liquid-cooled LCS technology, planned for commercial availability in 2019.

The AZETEC project will test hydrogen as a zero-emissions alternative fuel to diesel, along with the refueling infrastructure and other systems that would be required for Alberta to implement this new fuel solution.

The 3-year project also will investigate the potential to significantly reduce greenhouse gas emissions and airborne pollutants in Alberta’s freight transportation sector.

Freight transportation accounts for almost 70% of diesel fuel demand in Alberta and contributes about 12 million tonnes of greenhouse gases (GHGs) per year in the Province. The AZETEC project is scheduled to run until mid-2022 and will involve the design and manufacture of two heavy duty, extended range, hydrogen fuel cell electric hybrid trucks that will move freight year-round between the cities of Edmonton and Calgary, Alberta.

The 64 tonne (gross vehicle weight) B-train tractor-trailers, developed for Alberta’s unique operating environment, will be capable of traveling up to 430 miles (700 km) between refuelings and will be operated by Alberta trucking companies Trimac Transportation and Bison Transport.

By the end of the project the trucks will have travelled more than 300,000 miles (500,000 km) and carried about 12 million tonne-miles (20 million tonne-km) of freight. . . .

Emissions Reduction Alberta (ERA) is contributing more than C$7.3 million (US$5.4 million) to the AZETEC project, which is led by the Alberta Motor Transportation Association. ERA is providing the funding through its competitive BEST Challenge program, which targets technologies that demonstrate the potential to reduce GHG emissions in Alberta and secure the Province's success in a lower-carbon economy.
 
All GCC:
Rigterink Logistikgruppe testing the fully-electric eActros truck
https://www.greencarcongress.com/2019/05/20190513-eactros.html

The Mercedes-Benz battery-electric eActros will be put through its paces by Rigterink Logistikgruppe in regular operations primarily transporting foodstuffs in the inner-city traffic of Frankfurt am Main, Wiesbaden, Mainz and numerous other municipalities in the Rhine-Main area.

The daily distance from the Rigterink logistics premises in Flörsheim am Main to supermarket branches and various central logistics centers of supermarket chains is around 200 km (124 miles). The route will be driven once a day by the 25-tonne truck, making full use of its range of around 200 km with a single charge. The batteries will be charged overnight.

The energy powering the eActros comes from lithium-ion batteries with a capacity of 240 kWh. Depending on the available capacity, fully charging takes around two hours (at 150 kW). The truck features a refrigerated swap-body from Schmitz Cargobull, which allows for energy-efficient transport of the chilled produce.

Rigterink is one of 20 customers from various sectors who have integrated the electric truck into their fleets. Each of these selected customers will operate a near-series version of either the 18 or 25-tonne variant for around a year and will test the respective vehicle for its suitability in daily operations. . . .

The development and testing of the heavy-duty electric truck in short-radius distribution operations is sponsored as part of the “Concept ELV2” project to varying degrees by the German Federal Ministry for the Environment (BMUB) and the Federal Ministry for Economic Affairs and Energy (BMWi).

Transport for London orders 20 Wrightbus hydrogen double-decker buses
https://www.greencarcongress.com/2019/05/20190512-tfl.html

. . . The environment-friendly vehicles will be introduced on routes 245, 7 and N7, with people traveling to Wembley Stadium, or from west London to the West End, able to hop on the new green buses for a smoother and quieter journey. The new, modern buses will also enhance the customer experience, with on-board USB charging points.

TfL is investing £12 million (US$15.6 million) in the new buses and the fueling infrastructure. Wrightbus in Northern Ireland will manufacture them, creating new jobs in the region. More than £5 million of funding is being provided by European bodies and £1 million from the Office of Low Emission Vehicles. . . .

Greening transport in the capital will require using a range of clean power sources. Hydrogen buses can store more energy on board than equivalent buses, meaning they can be deployed on longer routes. They only need to be refueled once a day for five minutes, making them much quicker to power up when compared with conventional battery-electric buses.

The double decker hydrogen buses will expand TfL’s growing number of zero-emission buses. There are currently a total of 165 zero-emission buses, with a further 68 electric double deckers on the roads by the summer. TfL has also recently announced that the route 323 will become fully electric next year, along with two further routes, which will be announced later this month.

The European funding is provided by the Fuel Cells and Hydrogen Joint Undertaking (FCH JU), and the Innovation and Networks Executive Agency (INEA), an executive agency of the European Commission.

Kraft Heinz deploys all electric trucks in Ohio, eliminating diesel emissions with Firefly Transportation Services and Orange EV
https://www.greencarcongress.com/2019/05/20190509-orange.html

Orange EV, Firefly Transportation Services, and The Kraft Heinz Company have deployed three Orange EV T-Series Class 8 battery-electric terminal trucks to the Kraft Heinz distribution center in Groveport, Ohio.

Firefly will operate three Orange EV pure electric terminal trucks to do the work formerly accomplished by five diesels. For fuel diversity alone, one diesel will remain onsite and is expected to go unused in routine operations. With this deployment, Kraft Heinz essentially plans to eliminate diesel terminal truck emissions at its Groveport distribution center.

The electric truck solution was partially funded by the American Lung Association through a grant provided by the US Environmental Protection Agency’s Diesel Emissions Reductions Act (DERA) Program, secured and administered by the Clean Air Team at the American Lung Association (ALA)’s Springfield, Illinois office. The ALA has been a longtime leader in the fight for healthy air. . . .
 
Back
Top