GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Wed Mar 31, 2021 10:38 pm

MT:
Stellantis Fuel Cell Vans Promise Clean, Green Commercial Range
https://www-motortrend-com.cdn.ampproje ... ertrain%2F

Stellantis is finally readying a fuel-cell light commercial van, but only for Europe. . . .

What Stellantis Vehicles Will Get Fuel Cells, And When?

The European brands of Stellantis have had some success selling battery electric commercial vans, but more than half of potential customers report occasionally having a need to travel more than 186 miles per day, exceeding the 155-mile range of the BEVans. So the company is replacing the large under-floor battery pack with three 10,000-plus PSI hydrogen tanks supplied by French conglomerate Faurecia (the fuel cell stack comes from Symbio, a joint venture between Faurecia and Michelin focusing on hydrogen fuel cell tech). The first products to market will be three vans that share a common platform: Citroën Jumpy, Peugeot Expert, and Opel Vivaro. The prototype versions are being built at Opel Special Vehicles (OSV) in Rüsselsheim, Germany. Deliveries will start late this year (2021). . . .



All GCC:
Project Fresson to develop hydrogen fuel cell retrofit for 9-passenger aircraft
https://www.greencarcongress.com/2021/0 ... esson.html

Cranfield Aerospace Solutions (CAeS)—the UK SME leading the Project Fresson consortium—will exploit recent advances in hydrogen fuel cell technology to develop a commercially viable, retrofit powertrain solution for the nine-passenger Britten-Norman Islander aircraft. . . .

Project Fresson will deliver an emissions-free (zero CO2), hydrogen-fuel-cell-powered flying demonstrator by September 2022. Having completed a comprehensive evaluation of technologies and configurations for sustainable aircraft propulsion, the Fresson team concluded that hydrogen fuel cell technology is the optimum solution to meet environmental, regulatory and operational requirements for this size of aircraft, enabling zero carbon emissions and reducing operating costs. . . .


Fluid Truck orders 40 additional electric trucks from Lightning eMotors; supporting IKEA last-mile delivery in NYC
https://www.greencarcongress.com/2021/0 ... fluid.html

. . .Ten electric delivery box trucks from Lightning eMotors have already been put into service within the Fluid Truck network system to serve Manhattan. An additional 30 vehicles from Colorado-based Lightning eMotors will be deployed over the next few months.

The Lightning Electric Class 4 commercial box trucks will deliver products to all five boroughs of New York City. They feature 129 kWhs of battery capacity with a range of 120 miles and can be charged in just under two hours by an 80-kW on-board DC fast charger. . . .


Purolator deploys fully electric delivery vehicles in Vancouver; Motiv Power Systems
https://www.greencarcongress.com/2021/0 ... lator.html

. . .The new 18-foot electric delivery trucks and electric–cargo bikes (e-bikes) expand Purolator’s fleet of eco-friendly vehicles already in use on the streets of Montreal and Toronto. . . .


Con Edison, Lion and Posi-Plus developing all-electric bucket truck
https://www.greencarcongress.com/2021/0 ... coned.html

. . . Delivery of the vehicle in early 2022 will be followed by its use in a pilot program. . . .

The class 8 truck will be capable of putting in a full day’s work and traveling an estimated 130 miles on a single charge. When not in service, it will top off its batteries in about eight hours using two Level 2 chargers.

As of last year, every new light-duty vehicle that Con Edison buys is a plug-in hybrid or all-electric. . . .


Loop Energy to provide eFlow fuel-cell modules to Rheintal-Transporte for range extenders for heavy-duty electric trucks
https://www.greencarcongress.com/2021/0 ... -loop.html

Loop Energy and Rheintal-Transporte announced an agreement for the development and supply of heavy-duty hydrogen-fuel-cell range-extension solutions for battery-electric trucks in Europe. As a part of the agreement, Rheintal is looking to use Loop’s eFlow fuel cell modules (earlier post) to expand driving range capabilities of battery-electric trucks to the levels required by its fleet of long-haul cold-chain logistics vehicles.

Rheintal anticipates orders of eFlow fuel cell modules for more than 20 trucks and trailers over the next 24 months. . . .

Over the last two years, Rheintal has evaluated a range of zero-emission vehicle options and determined that pure battery-electric solutions alone will not meet either our operational demands or range requirements. After a thorough review of next-generation vehicle powertrain solutions, we chose Loop Energy as our catalyst for carbon-free power as their eFlow fuel cell range extender system offers a superior blend of benefits from a battery electric system coupled with a hydrogen fuel engine to augment its range limitation.

—Wolfgang Normann, Principal of Rheintal-Transporte. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

WetEV
Posts: 4375
Joined: Fri May 04, 2012 8:25 am
Delivery Date: 16 Feb 2014
Location: Near Seattle, WA

Re: AFV Truck/Commercial Vehicle topic

Sun Apr 11, 2021 8:20 am

GRA wrote:
WetEV wrote:
Thu Apr 01, 2021 8:43 pm
GRA wrote:
Wed Mar 31, 2021 7:02 pm

Who cares what the computer thinks? The user sure as hell cares.
Ah yes, if the truck is automated, the user isn't there. So who cares how often the truck stops to recharge: the total trip time is what matters. For most commodities, how much does trip time matter? Is 22 hours always worth less than 18 hours?
For AV 'user' read 'owner', and yes, they do care. Judging by the amount of money and effort now going into long-haul FCEV trucks and fueling infrastructure, with little to none into BEVs for the same, the future 'owners' definitely do think 22 hours is better than 18, as is not paying a several thousand lb. weight penalty per load.
The owner of the truck wants to get paid. He gets paid by delivering the load. The weight penalty depends on the range, which determines the number of stops. So engineering problem: What is the ideal battery size? Not now, but when this is likely to get built. Hydrogen will be more expensive fuel by at least a factor of 4, so is a slightly faster trip worth the extra cost?
GRA wrote: Why do you think Anheuser-Busch decided to go with FCEVs instead of BEVs for distribution (not even long-haul)? I imagine the fact that they're liquid loads played a large part in their financial calcs.
Greenwashing.

So how many hydrogen trucks has Anheuser-Busch deployed? A few, I guess. But they can't go very far.

https://www.forbes.com/sites/alanohnsma ... 94916a74cb

Fraud? Until rubber hits road in a big way, Hydrogen can keep up the hot air. Until then, makes for good public relations.

https://www.bizjournals.com/portland/ne ... rders.html

Where the economic case is for any alternative fueled truck is for local/regional deliveries with BEVs
WetEV
#49
Most everything around here is wet during the rainy season. And the rainy season is long.
2012 Leaf SL Red (Totaled)
2014 Leaf SL Red
2019 eTron Blue

GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Fri Apr 16, 2021 12:38 am

WetEV wrote:
Sun Apr 11, 2021 8:20 am
GRA wrote:
WetEV wrote:
Thu Apr 01, 2021 8:43 pm


Ah yes, if the truck is automated, the user isn't there. So who cares how often the truck stops to recharge: the total trip time is what matters. For most commodities, how much does trip time matter? Is 22 hours always worth less than 18 hours?
For AV 'user' read 'owner', and yes, they do care. Judging by the amount of money and effort now going into long-haul FCEV trucks and fueling infrastructure, with little to none into BEVs for the same, the future 'owners' definitely do think 22 hours is better than 18, as is not paying a several thousand lb. weight penalty per load.
The owner of the truck wants to get paid. He gets paid by delivering the load. The weight penalty depends on the range, which determines the number of stops. So engineering problem: What is the ideal battery size? Not now, but when this is likely to get built. Hydrogen will be more expensive fuel by at least a factor of 4, so is a slightly faster trip worth the extra cost?

Please re-read the last bolded section of my previous post. Capability matters, and in that and many other cases, companies have or are determining that BEVs either can't do the job at all, or can't do it at the lowest cost. Do you know more than their financial analysts?

WetEV wrote:
Sun Apr 11, 2021 8:20 am
GRA wrote: Why do you think Anheuser-Busch decided to go with FCEVs instead of BEVs for distribution (not even long-haul)? I imagine the fact that they're liquid loads played a large part in their financial calcs.
Greenwashing.

So how many hydrogen trucks has Anheuser-Busch deployed? A few, I guess. But they can't go very far.

https://www.forbes.com/sites/alanohnsma ... 94916a74cb

Fraud? Until rubber hits road in a big way, Hydrogen can keep up the hot air. Until then, makes for good public relations.
That's a damned expensive greenwashing, especially as A-B is also using some BEVs already for deliveries, which brings us "Forward, into the Past", as beer delivery was one of the earliest uses for BEV trucks a century ago, replacing horses. Of course, like any start-up there's no guarantee that Nikola will survive and achieve their goals; just ask A Better Place, Envia or Faraday Future. But there are enough other companies moving into the same area that someone will take up the slack.

WetEV wrote:
Sun Apr 11, 2021 8:20 am
https://www.bizjournals.com/portland/ne ... rders.html

Where the economic case is for any alternative fueled truck is for local/regional deliveries with BEVs
Currently true. It's the next few years where FCEVs with their greater capability will replace ICEs for the jobs that BEVs aren't well suited for.

Which reminds me, all GCC:
National labs M2FCT researchers outline prospects and challenges for hydrogen fuel-cells in heavy-duty transportation
https://www.greencarcongress.com/2021/0 ... m2fct.html

In 2020, the Department of Energy’s (DOE’s) Hydrogen and Fuel Cell Technologies Office (HFTO) launched the Million Mile Fuel Cell Truck Consortium (M2FCT) to leverage the potential opportunity fuel cells in the heavy-duty vehicle (HDV) market and to align with the H2@Scale vision for clean and affordable hydrogen across multiple sectors in the economy. (Earlier post.)

With $50 million funded by DOE HFTO over five years, a team of five national labs co-led by Lawrence Berkeley National Laboratory (Berkeley Lab) and Los Alamos National Laboratory (LANL) have set out with a 2030 goal of demonstrating systems that have a 25,000-hour, or 1-million mile, lifetime for long-haul trucks. . . .

The heavy-duty vehicle market could be an avenue to get fuel cell technology deployed quickly. This will encourage building the needed hydrogen refueling infrastructure with less infrastructure investment since trucks travel predictable routes.

—LANL Program Manager Rod Borup, the co-director of M2FCT

Berkeley Lab scientist Ahmet Kusoglu, corresponding author of the study, notes that heavy-duty vehicles make up a small fraction of the vehicle fleet in the US and travel only 10% of the total annual vehicle miles driven, but, according to the Environmental Protection Agency, contribute to 23% of transportation emissions of greenhouse gases in the US. Moreover, HDVs account for almost one-quarter of the fuel consumed annually in the US. . . .

Altom receives first order for hydrogen trains in France
https://www.greencarcongress.com/2021/0 ... lstom.html

The Auvergne-Rhône-Alpes, Bourgogne-Franche-Comté, Grand Est and Occitanie regions in France have signed the first order for dual-mode electric-hydrogen trains in France. Acting on behalf of the four regions, SNCF Voyageurs has placed an order with Alstom for the first 12 dual mode electric-hydrogen trains (plus two optional trainsets) in the Coradia Polyvalent range for Régiolis, developed by Alstom. The contract is worth a total of almost €190 million (US$226 million). . . .

New partnership to advance high-temperature PEM fuel cells; focus on heavy-duty applications
https://www.greencarcongress.com/2021/0 ... htpem.html


In Europe, industry and environmentalists call for binding targets for infrastructure for zero-emission trucks
https://www.greencarcongress.com/2021/0 ... ceate.html

Truck makers and environmentalists have joined forces to push for the deployment of 11,000 charging points for electric trucks across the EU by 2025, rising to 42,000 by 2030. The European Automobile Manufacturers’ Association (ACEA) and Transport & Environment (T&E) made this call to the European Commission in a joint letter.

Given that there are currently close to zero truck-specific charging stations in operation, these targets are ambitious, but necessary to achieve the goals of the European Green Deal, the associations say.

In addition, some 300 hydrogen re-fuelling stations suitable for heavy-duty vehicles should be rolled out no later than 2025, increasing to around 1,000 no later than 2030. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Sat Apr 17, 2021 11:16 pm

GCC:
DOE to award up to $100M for SuperTruck3 and $62.75M for Low-GHG Vehicles Technology funding opportunities
https://www.greencarcongress.com/2021/0 ... 6-doe.html

. . . SuperTruck 3 Funding Opportunity. DOE’s Office of Energy Efficiency and Renewable Energy (EERE) initially launched the SuperTruck initiatives in 2009, aimed to improve heavy-duty truck freight efficiency by 50% (earlier post). The follow-up SuperTruck 2 in 2016 sought to double fuel efficiency for Class 8 trucks (earlier post). The initiatives attracted participation of truck makers representing more than 99% of the US truck market. Within seven years, four of them—Volvo, Daimler, Cummins/Peterbilt, and Navistar—had exceeded the first SuperTruck goal. The five SuperTruck 2 projects are on track to more than double class 8 miles per gallon.

EERE’s Vehicle Technologies Office (VTO) and Hydrogen and Fuel Cell Technologies Office (HFTO) are partnering on the “SuperTruck 3” Funding Opportunity Announcement (DE-FOA-0002450) to offer up to $100 million in funding over four years—subject to appropriations—to pioneer electrified medium- and heavy-duty trucks and freight system concepts that achieve even higher efficiency and lower emissions.

The funding focuses on a range of approaches to electrification—all-electric, plug-in hybrid systems using renewable biofuels, and hydrogen and fuel cell technologies, including hybridization strategies such as fuel cell range extenders.

Projects can include multiple vehicle types, reflecting that freight usually moves over multiple vehicles before reaching its end destination. The overall objective of each project should be to demonstrate how a substantial (75% or greater) reduction in the GHGs and local pollutants from the movement of goods in trucks can be achieved in a way that is economical and scaleable. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Wed Apr 21, 2021 10:37 pm

Both GCC:
Hyzon Motors has begun production of 15 hydrogen fleet vehicles to be delivered to Groningen in 2021
https://www.greencarcongress.com/2021/0 ... hyzon.html

. . . The 15 hydrogen vehicle order consists of 10 zero-emission medium- and heavy-duty municipality trucks, including water, refuse, hooklift crane and delivery trucks, and five zero-emission vans. Delivery of the first vehicles is expected in the third quarter of 2021. The remaining vehicles are expected to be shipped by the end of 2021.

The Municipality of Groningen has more than 300 vehicles in its fleet, including 10 fuel cell vehicles previously acquired from HCT. HCT has worked closely with the Municipality of Groningen prior to its JV with Hyzon and this vehicle order supports Hyzon’s rationale for partnering with a key player in Europe. Groningen is aiming for zero carbon emissions by 2025 for the inner city, and to be carbon-free throughout the municipality by 2035.

Crowley completes first US design for fully electric tug with autonomous technology
https://www.greencarcongress.com/2021/0 ... owley.html

. . . The 82-foot tug will provide 70 short tons of bollard pull, featuring an Azimuthing drive propulsion system with two 1,800 kW motors and a 6 MWh battery.

The design also supports fully customizable features to meet the vessel design requirements with the future in mind. The platform design can be adjusted for alternate power capacities suitable for a standard hybrid framework if desired. The fully modular batteries allow for upgrades as electric technology changes. In addition, Crowley has developed an onshore charging station to fully support charging and reliable performance at the home port.

With no exhaust stack, the tug has 360 degrees of visibility from the pilot’s station, allowing the operator to see without obstruction. The electric tug has also been designed for future autonomous operation to increase the safety and efficiency of the operation including integrated automation and control systems. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Mon Apr 26, 2021 5:28 pm

GCC:
Tevva and Vattenfall collaborate to develop zero-emission transport solution; electric with hydrogen range extender
https://www.greencarcongress.com/2021/0 ... tevva.html

. . . Tevva is a pioneer in developing long-range zero emission truck capabilities Vattenfall Network Solutions’ Power-as-a-Service model provides businesses with the energy infrastructure as a service rather than an expensive asset to invest in, own and maintain Vattenfall enables businesses to power their operations with electricity that is generated from renewable energy sources through Power Purchase Agreements. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Mon May 03, 2021 8:25 pm

GCC:
Auckland Transport begins 2-year trial of hydrogen bus
https://www.greencarcongress.com/2021/0 ... 03-at.html

. . . The trial will assess operational performance how operating costs compare to diesel and electric buses of similar configurations. The bus carries 43 seated and 31 standing adults.

The bus was built by Global Bus Ventures in Christchurch and will be operated with Howick and Eastern Buses by Transdev for the initial two-year trial. The bus is fitted with a Ballard fuel cell and ZF drive system. It has a range of some 400 km (249 miles).

The bus will be refuelled at the Ports of Auckland with green hydrogen.

The trial will cost $1.175 million. The estimated cost of the full transition to zero-emission buses (including EV and hydrogen) is expected to cost between $150 million to $200 million. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Wed May 05, 2021 10:12 pm

GCC:
Frankfurt buys 13 Solaris hydrogen buses
https://www.greencarcongress.com/2021/0 ... rish2.html

. . . The Solaris Urbino 12 hydrogen buses are to be deployed on target routes in 2022.

The Urbino hydrogen buses are powered by a 70 kW fuel cell stack. Electric power is transferred directly to the driveline, consisting of an axle with electric motors. Each bus will also be fitted with a Solaris High Power battery. The hydrogen needed to propel the bus will be stored in gaseous form, in roof-stacked tanks. . . .
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Fri May 14, 2021 11:31 pm

GCC:
Norsepower announces installation of five tiltable rotor sails on newbuild VLOC chartered by Vale
https://www.greencarcongress.com/2021/0 ... rotor.html

. . . The first installation of
Norsepower’s innovative Rotor Sails on a bulk carrier demonstrates the adaptability of the technology to reduce fuel consumption, fuel costs and reduce emissions across a variety of vessel types.

The new vessel, a 325,000 dwt VLOC, is owned by Pan Ocean Ship Management and will be chartered by Vale after construction is completed in China. To enable efficient cargo operations, the five 24m high and 4m diameter Rotor Sails can be tilted by using hydraulic cylinders. . . .

Norsepower has analysed the routes for the vessel chartered by Vale and estimates that its technology would be able to achieve an efficiency gain of up to 8% and a consequent reduction of up to 3,400 tons of CO2 per year.

The Norsepower Rotor Sail is the first third-party verified and commercially operational auxiliary wind propulsion technology for the global maritime industry. The solution is fully automated and detects whenever the wind is strong enough to deliver fuel and emission savings, at which point the Rotor Sails start automatically.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

GRA
Posts: 12880
Joined: Mon Sep 19, 2011 1:49 pm
Location: East side of San Francisco Bay

Re: AFV Truck/Commercial Vehicle topic

Sat May 15, 2021 5:05 pm

GCC:
Solaris begins delivery of 12 hydrogen buses to Bolzano
https://www.greencarcongress.com/2021/0 ... laris.html

. . . The hydrogen buses of Solaris are another option in the manufacturer’s zero-emission portfolio, next to trolleybuses and battery-powered buses; what distinguishes them from standard electric buses is that electric power is generated directly on board the vehicle.

Orders for hydrogen technology-based Solaris buses are gathering pace—the group of clients commissioning the hydrogen model has been recently joined by carriers from Germany, Austria, the Netherlands and Sweden.
Guy [I have lots of experience designing/selling off-grid AE systems, some using EVs but don't own one. Local trips are by foot, bike and/or rapid transit].

The 'best' is the enemy of 'good enough'. Copper shot, not Silver bullets.

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