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This paper examines the different impressions and perspectives related to the implementation of electromobility in log transportation via trucks with a load capacity of up to 45 tons in the forestry sector of the eighth and sixteenth regions of Chile. The objective of this work is to establish the critical variables identified and perceived by key stakeholders of the forestry industry the correct implementation of high tonnage electric trucks. To this effect, a qualitative methodological study with a non-experimental design is proposed, which is based on semi-structured interviews conducted with stakeholders of the forestry sector of the study area. A convenience sample is employed, which was applied to four businessmen in the sector, three executives from the main forestry companies, and two truck distributor representatives. The data show that there is currently little knowledge due to the lack of specific projects and platforms for disseminating information that consider this technology in the field, but, on the contrary, they show a willingness to implement pilot plans aiming for the perceived economic sustainability of electromobility. A concentration of critical aspects is evidenced, which must be addressed in order to implement electromobility in forest transport, and which, given handling by public-private work, would enable the sector and the country to obtain the economic and environmental benefits of this technology. Resumen Este trabajo examina las distintas impresiones y perspectivas relacionadas con la implementación de electromovilidad en el transporte de rollizos con camiones de capacidad de carga de hasta 45 toneladas en el sector forestal de la octava y decimosexta región de Chile. El objetivo de este trabajo es establecer los aspectos críticos que los actores claves de la industria forestal identifican y perciben para una correcta implementación de camiones eléctricos de alto tonelaje. Para esto se propone un estudio metodológico de tipo cualitativo con un diseño no experimental basado en entrevistas semiestructuradas dirigidas a actores del sector forestal de la zona estudio. Se utiliza una muestra por conveniencia aplicada a 4 empresarios del rubro, 3 ejecutivos de empresas forestales principales y 2 representantes de distribuidores de camiones. Los datos muestran que actualmente hay poco conocimiento, derivado de la inexistencia de proyectos y plataformas de difusión específicos que consideren la tecnología en el rubro, pero, por el contrario, demuestran que existe una buena disposición por parte de los actores para implementar planes piloto con miras a la sustentabilidad económica que se le proyecta a la electromovilidad. Se evidencia una concentración de aspectos críticos que es necesario abordar para implementar la electromovilidad en el transporte forestal y que, atendidos por un trabajo público-privado, permitirían al rubro y al país obtener los beneficios económicos y ambientales de esta tecnología. Resumo Este trabalho examina as diferentes impressões e perspectivas relacionadas à implementação da eletromobilidade no transporte de toras com caminhões com capacidade de carga de até 45 toneladas no setor florestal da oitava e décima sexta regiões do Chile. O objetivo deste trabalho é estabelecer os aspectos críticos que os principais informates do setor florestal identificam e percebem para uma correta implantação de caminhões elétricos de alta tonelagem. Para isso, propõe-se um estudo metodológico qualitativo com desenho não experimental baseado em entrevistas semiestruturadas dirigidas a atores do setor florestal da área de estudo. Uma amostra de conveniência é aplicada a 4 empresários do ramo, 3 executivos de grandes empresas florestais e 2 representantes de distribuidores de caminhões. Os dados mostram que atualmente há pouco conhecimento, derivado da inexistência de projetos e plataformas específicas de divulgação que considerem a tecnologia no campo, mas, ao contrário, mostram que há disposição por parte dos atores em implementar planos piloto com você veja a sustentabilidade econômica que se projeta para a eletromobilidade. Há evidências de uma concentração de aspectos críticos que precisam ser abordados para implementar a eletromobilidade no transporte florestal e que, atendidos por obras público-privadas, permitiriam ao setor e ao país obter os benefícios econômicos e ambientais dessa tecnologia.

PURPOSE: The market for electric vehicles is growing steadily. Planned growth and market share of this type of vehicles are expected to change the face of global roads diametrically in the near future. Manufacturers as well as governments of individual countries are introducing new solutions and directions of development in order to support electromobility, strive for decarbonization and make transport, which is responsible for a large part of air pollution and other external costs, as environmentally neutral as possible. Therefore, it seems important to indicate the determinants, trends and barriers observed in the electric vehicle market, with particular emphasis on the truck market. The aim of the article is to present trends and barriers in the development of the market for electric vehicles and charging infrastructure for this type of vehicles., DESIGN/METHODOLOGY/APPROACH: In the paper was used the method of critical analysis of scientific literature and quantitative methods. The following were used for this purpose materials and reports from available public databases, statistical offices and official websites of European organizations and companies dealing with electromobility and sustainable development based on alternative energy sources., FINDINGS: The most important findings include: forecasts of the development of the electric freight vehicle market, identification of a catalogue of barriers and benefits and their interrelationships, and identification of opportunities to eliminate barriers to development through identification and awareness of the role of individual stakeholders., PRACTICAL IMPLICATIONS: The practical implications relate to showing companies what are the positive aspects of introducing electric vehicles into an organisation's fleet., ORIGINALITY/VALUE: The novelty and originality of the considerations is the inclusion of the same categories of barriers and development trends in the context of the development of the electric car market. As well as considering these categories from two perspectives. Some of the barriers may very quickly turn into benefits, but also benefits may quickly lose their potential if the barriers are not eliminated., peer-reviewed

California has a long history of reducing greenhouse gas (GHG) emissions, and has been working to accelerate the adoption of battery electric heavy-duty trucks (BEHDTs). Unlike diesel heavy-duty trucks (DHDTs), which have hundreds of miles of range per refill, BEHDTs have a restricted, load-dependent driving range, which makes charging planning an important role in the use of BEHDTs as an alternative to DHDTs. This research study investigates a mixed fleet drayage routing problem (MFDRP) with non-linear charging times. The study extends existing mixed fleet drayage routing models by considering multiple charging locations and allowing for more flexible routes for freight pickup and delivery. We formulate the MFDRP as a mixed integer programming model. After linearization and variable elimination, the model can be solved by commercial optimization solvers. However, the model becomes inefficient to solve when the problem size increases. Therefore, we develop a modified adaptive large neighborhood search algorithm, which can solve the problem with hundreds of units of demand in a few CPU minutes. Finally, we simulate one-day drayage operations with different BEHDT shares in the fleet for the years 2022, 2025, and 2030 to assess the potential for substituting DHDTs with BEHDTs. The numerical experiments indicate that employing BEHDTs as substitutes for DHDTs will increase the fleet size under the same level of demand. To reach the maximum share of BEHDTs in the truck fleet, the fleet size increases by 47.2%, 3.4%, and 3.4% in 2022, 2025, and 2030, respectively. Over 50% (90%) CO2 (NOx) emission reductions can be achieved by employing BEHDTs to the maximum share in the fleet.View the NCST Project Webpage

Globally, road freight accounts for 40% of the CO2 emissions in the transport sector, mainly from heavy-duty vehicles (HDVs). All the major truck markets have introduced fuel efficiency regulations for HDV, and the more ambitious regulations require the introduction of zero-emission HDV, for which battery electric trucks (BEVs) are a promising candidate. However, frequent long-distance trips require a dense public high-power charging network if BEV are to meet today's operating schedules in logistics. Here, we develop a model for public BEV high-power fast-charging that uses widely available traffic count data as input and combines this with on-site queueing models. We apply the model to Germany and obtain a fast-charging network where average waiting times do not exceed 5 min. For 15% BEV in the truck stock and 50% public charging, the model shows 267 charging locations, each with 2–8 charging points per location, for a dense network with 50 km distance between charging locations. We calculated 142 charging locations with 2–13 charging points for a wider network with 100 km distance between locations. Our results help to design future charging infrastructure for electric road freight transport.

Recently, due to the industrial and e-commerce revolution, the freight transport sector has grown rapidly and has become one of the key factors for economic development. Coupled with the growth of this sector, significant energy and environmental problems have arisen. Therefore, a huge effort has been made around the world in order to develop some solutions that could mitigate these problems. One of these promising solutions is electrifying the urban freight transport sector including the trucks and freight commercial vehicles fleets. In Palestine, as in other developing countries, the implications of this solution are still unquantified and the efficiency of the application is unpredicted. Therefore, this has necessitated a comprehensive study that considers all the relevant factors, such as the source of the electricity (renewable energy, oils, natural gas, etc.), fuel rates, and electricity rates. In this study, a prediction model has been developed using the historical data for the number of trucks and freight commercial vehicles over the period 2006–2020. Next, the total travelled kilometers, the total fuel consumption, and the total electricity consumption by the urban freight transport sector have been determined based on two scenarios (5% and 20% penetration of electric freight transport modes) during the next 10 years. Finally, the amounts of reduction in GHG emissions and the energy cost have been determined. The results have shown a significant reduction in the amount of GHG emission during the next 10 years by electrifying 20% of the freight transport sector in Westbank, Palestine. Moreover, an annual reduction of 66 million U.S $ could be achieved in total energy costs in this region.

This project aims to assess the current and future performance and costs of battery electric trucking, through reviewing key recent studies in the U.S. and presenting a detailed comparison of their cost modeling scope and coverage. This white paper presents a review of 10 recent studies of the total cost of ownership (TCO) of battery electric trucks (BET), now and in the future, compared to a baseline diesel truck, for the following 3 important types of truck: heavy-duty long-haul trucks, medium-duty delivery trucks, and heavy-duty drayage/short-haul trucks. The researchers break down the studies into their estimates for a range of important cost and operating factors, such as vehicle purchase cost, efficiency, fuel cost, maintenance cost, required range and thus battery pack sizing, and other factors. Of note are differences in major assumptions of studies and variables that are included or excluded from consideration. The authors do not judge these studies against each other but attempt to derive general findings that are robust across studies, areas of significant difference, and areas for further research. Overall, TCO estimates across the studies, for a given truck type, can vary dramatically, though often several studies cluster together. But as this study explores, the differences in TCO link directly to differences in assumptions, parameters and other differences across the studies. The studies vary in important ways that should be taken into account when comparing TCO estimates. Policy makers should consider the context of truck type, truck use and other factors when reading such studies, and pay attention to assumptions. Policies should reflect the wide range of situations that trucks may encounter and avoid assuming a simple average TCO across all situations.View the NCST Project Webpage

Carbon emissions targets require large reductions in greenhouse gases (GHGs) in the near-to mid-term, and the transportation sector is a major emitter of GHGs. To understand potential pathways to GHG reductions, this project developed the U.S. Transportation Transitions Model (US TTM) to study various scenarios of zero-emission vehicle (ZEV) market penetration in the U.S. The model includes vehicle fuel economy, vehicle stock and sales, fuel carbon intensities, and costs for vehicles and fuels all projected through 2050. Market penetration scenarios through 2050 are input as percentages of sales for all vehicle types and technologies. Three scenarios were developed for the U.S.: a business as usual (BAU), low carbon (LC), and High ZEV scenario. The LC and High ZEV include rapid penetration of ZEVs into the vehicle market. The introduction of ZEVs requires fueling infrastructure to support the vehicles. Initial deployments of ZEVs are expected to be dominated by battery electric vehicles. To estimate the number and cost of charging stations for battery electric trucks in the mid-term, outputs were used from a California Energy Commission (CEC) study projecting the need for chargers in California. The study used the HEVI-Pro model to estimate electrical energy needs and number of chargers for the truck stock in several California cities. The CEC study outputs were used along with the TTM model outputs from this study to estimate charger needs and costs for six U.S. cities outside California. The LC and High ZEV scenarios reduced carbon emissions by 92% and 94% in the U.S. by 2050, respectively. Due to slow stock turnover, the LC and High ZEV scenarios contain significant numbers of ICE trucks. The biomass-based liquid volume reaches 70 (High ZEV) to 80 (LC) billion GGE by 2045. For the cities in this study, the charger cost ranges from $5 million to $2.6 billion in 2030 and from roughly $1 billion to almost $30 billion in 2040.View the NCST Project Webpage

In order to uptake of electric vehicles (EV) into last mile delivery, we recommend the deployment of a combination of novel and existing policies to both encourage widespread EV uptake and discourage the use of diesel-based freight through zero emission delivery zones and purchase subsidies. Our research is composed of three methods: Interviews, Quantitative Modeling, and Quantitative Modeling. The interviews and quantitative analysis revealed that the burden on delivery companies is greater than the social benefits such as GHG reductions due to the large investment in EVs. The effectiveness of the policy combination was also confirmed. Using the three criteria of Political Feasibility, Efficiency, and Equity, we evaluated the policies using the Criteria-Alternative Matrix and concluded that the voluntary ZEDZ is the most effective stand-alone policy. Since no one pollutant reducing policy can meet all criteria effectively we recommend packaging various policies together. Our model demonstrates that a combination of policies produce the highest results in decreasing costs and pollutant levels, particularly a combination of purchase subsidies and mandated ZEDZ. To better improve equity scores, we recommend cities consider adding purchase subsidies of freight electric vehicles to a ZEDZ program to offset costs businesses would incur, particularly small businesses transitioning to electric vehicle fleets. Mandated ZEDZ would add additional burdens on small businesses since these companies don’t have the capital to transform fleets.

The journey towards transportation electrification started with small electric vehicles (i.e., electric cars), which have enjoyed an increasing level of global interest in recent years. Electrification of commercial vehicles (e.g., trucks) seems to be a natural progression of this journey, and many commercial vehicle manufacturers have shifted their focus on medium- and heavy-duty vehicle electrification over the last few years. In this paper, we present a comprehensive review and analysis of the existing works presented in the literature on commercial vehicle charging. The paper starts with a brief discussion on the significance of commercial vehicle electrification, especially heavy- and medium-duty vehicles. The paper then reviews two major charging strategies for commercial vehicles, namely the return-to-base model and the on route charging model. Research challenges related to the return-to-base model are then analysed in detail. Next, different methods to charge commercial vehicles on route during their driving cycles are summarized. The paper then analyzes the challenging issues related to charging commercial vehicles at public charging stations. Future works relevant to these challenges are highlighted. Finally, the possibility of accommodating vehicle to grid technology for commercial vehicles is discussed.

Electric trucks and platooning technology are expected to be part of the transportation system in the near future. Therefore, it is important to develop platoon coordination strategies and study the potential of platooning for when trucks are electric. In this paper, we study the platoon coordination problem at a single charging station where electric trucks can charge while they wait for other trucks to form platoons with.We assume all trucks to have identical routes after the charging station. The objective is to maximize the total reward of all trucks, including the platooning profit and cost of waiting.Moreover, the trucks have waiting time constraints to respect their mission deadlines and charging time constraints to make sure they can travel between the hub and destination without running out of battery. The energy consumption is decreased when driving as a follower truck in a platoon, which decreases the minimum charging time for the truck. We formulate the platoon coordination problem of electric trucks as a linear integer optimization problem. To evaluate the method, it was compared to a simpler coordination method. The savings from platooning with electric vehicles, using both coordination methods, were also compared to platooning with diesel trucks. The results showed that platooning with electric vehicles can save up to 10% of the driving cost and therefore have significant economic benefits. It was also shown that the method has an acceptable computational efficiency for real-time coordination. Inom en snar framtid förväntas elektriska lastbilar och platooning vara en del av transportsystemet. Det är därför viktigt att utveckla strategier för platoonkoordinering och undersöka potentialen av platooning med elektriska lastbilar. I det här pappret studerar vi ett platoonkoordineringsproblem med en gemensam startpunkt och en gemensam slutpunkt för alla lastbilar. Startpunkten är en laddningsstation där lastbilarna kan kombinera laddning med att vänta in andra lastbilar att forma platooner med. Lastbilarna i systemet har även samma rutt mellan de två punkterna. Målet är att maximera den totala vinsten för alla lastbilar, med hänsyn till både platooningvinsten och kostnaden för att vänta. Utöver det har lastbilarna begränsad väntetid för att hålla sina deadlines. Vi behöver även ta hänsyn till lastbilarnas laddningstider då de behöver ha tillräckligt med laddning för att åka hela resan från startpunkt till slutdestination. Energikonsumtionen minskar när en lastbil åker som följare vilket minskar den minimala laddningstiden som behövs för att åka hela sträckan. Vi formulerar koordineringsproblemet med elektriska lastbilar som ett linjärt heltalsoptimeringsproblem. För att utvärdera metoden jämfördes den med en enklare koorineringsmetod. Besparingarna från platooning med elektriska lastbilar, med båda koordineringsmetoderna, jämfördes även med platooning med diesellastbilar. Resultatet visade att platooning med ellastbilar kan spara upp till 10% av körkostnaderna och har därför betydande ekonomiska fördelar. Det visades också att metoden har en acceptabel beräkningseffektivitet för koordinering i realtid. Kandidatexjobb i elektroteknik 2022, KTH, Stockholm

Fakultet for realfag og teknologi (REALTEK) ved Norges miljø- og biovitenskapelige universitet (NMBU) ønsket å øke kunnskapen om elektrifisering av tungtransport. Derfor ble denne masteroppgaven initiert våren 2022. Det var ønskelig å samle inn informasjon om ulike designløsninger, drivverksparametere og ytelsen til elektriske lastebiler. Elektrifiseringen av tungtransportbransjen er godt i gang og regjeringen i Norge har satt konkrete mål som omfatter elektrifiseringen. Produsentene konkurrerer om de beste løsningene. REALTEK ønsket informasjon om drivverket til elektriske lastebiler for å kunne modellere nye kjøretøy og verifisere eksisterende løsninger. I oppgaven er det benyttet litteratursøk, informasjonsinnhenting fra ressurspersoner, estimeringer, beregninger og fysisk testing som metoder. Det har blitt opprettet kontakt med ressurspersoner i Scania og Volvo som har bidratt med informasjon om sine respektive kjøretøy. I hovedsak er det Scania P25 og Volvo FL Electric som er studert i denne oppgaven. Det er innhentet og estimert kjøretøysparametere for begge kjøretøyene. I tillegg er det hentet inn informasjon om ulike designløsninger for drivverket i elektriske lastebiler. Det er utført praktisk testing av Scania P25 for å verifisere beregningene som er utført. Beregnet akselerasjon fra 0-80 km/t var 21,4s, praktisk testing ga en gjennomsnittstid på 21,9s. Dette tyder på at beregningene og estimeringene som er gjort er fornuftige. Elektriske motorer er mindre og har annerledes momentkarakteristikk og turtallsområde enn dieselmotorer, noe som gjør andre designvalg aktuelle. Fem ulike drivverkskonfigurasjoner er presentert i denne oppgaven. De ulike løsningene utforsker ulike måter å overføre den mekaniske energien fra motoren til drivhjulene. Den løsningen som Scania og Volvo har benyttet i sine elektriske lastebiler består av en elektrisk motor av typen permanentmagnetsynkronmotor som er montert under kjøretøyet. Fordelen med denne typen elektrisk motor er at den kan levere høyt dreiemoment ved lavt turtall, noe som er svært gunstig i et tungt kjøretøy som ikke behøver høy topphastighet. Motoren er i begge tilfellene koblet direkte til en totrinns girkasse. Videre overføres kraften via en mellomaksel, differensial og stikkakslinger til drivhjulene. Som resultat av litteraturstudiet er det to kilder som peker seg ut som svært nyttige: - Artikkelen Influence of powertrain Topology and Electric Machine Design on Efficiency of Battery Electric Trucks – A Simulative Case Study av Sebastian Wolff m.fl. [1] - Boken Heavy-Duty Electric Vehicles av Shashank Arora m.fl. [2] Faculty of Science and Technology (REALTEK) at the Norwegian University of Life Sciences (NMBU) had a wish to improve the knowledge about the electrification of heavy vehicles. That is why this master’s thesis was initiated by REALTEK in the spring of 2022. It was desirable to gather information on various design solutions, powertrain parameters and the performance of electric trucks. The electrification of the heavy haulage industry is on its way. The government in Norway have defined clear goals for this electrification process. The truck producers are competing to produce the best solutions. REALTEK wants more knowledge on this topic to model new vehicles and to verify existing solutions. This thesis uses literature search, information gathering from resource persons, estimations, calculations, and physical testing as methods. Resource persons in Scania and Volvo helped collecting information about their respective vehicles. Mainly the Scania P25 and the Volvo FL Electric was studied in this report. Drivetrain parameters for both vehicles were collected. In addition, the information about different drivetrain topologies was presented. Practical testing of the Scania P25 was carried out. The estimated acceleration from zero to 80 km/h was 21,4s, and the measured mean acceleration was 21,9s. This means that the calculations and estimations conducted during the report is reasonable. Electric motors are smaller and have different moment characteristics and area of speed than diesel engines, this makes new design choices available. Five different topologies were presented in this report. The different topologies explore different ways to transfer the mechanical energy from the motor to the drive wheels. Both Scania and Volvo used the same configuration in their electric trucks. The electric motor used in both trucks was a permanent magnet synchronous motor (PMSM) mounted directly under the vehicle. The PMSM is well suited for the heavy electric trucks because it can deliver high torque at low speeds. This is perfect for the trucks not needing a high maximum speed. The PMSM is directly connected to a two-speed gearbox. Then the differential is connected to the gearbox by a prop shaft, and then from the differential to the wheels by the axle shafts. As a result of the literature study two sources stand out to be the most useful: - The article Influence of powertrain Topology and Electric Machine Design on Efficiency of Battery Electric Trucks – A Simulative Case Study by Sebastian Wolff et.al. [1] - The book Heavy-Duty Electric Vehicles by Shashank Arora et.al. [2] M-MPP

New York City’s food distribution system is among the largest in the United States. Food is transported by trucks from twelve major distribution centers to the city’s point-of-sale locations. Trucks consume large amounts of energy and contribute to large amounts of greenhouse gas emissions. Therefore, there is interest to increase the efficiency of New York City’s food distribution system. The Gowanus district in New York City is undergoing rezoning from an industrial zone to a mix residential and industrial zone. It serves as a living lab to test new initiatives, policies, and new infrastructure for electric vehicles. We analyze the impact of electrification of food-distribution trucks on greenhouse gas emissions and electricity demand in this paper. However, such analysis faces the challenges of accessing available and granular data, modeling of demands and deliveries that incorporate logistics and inventory management of different types of food retail stores, delivery route selection, and delivery schedule to optimize food distribution. We propose a framework to estimate truck routes for food delivery at a district level. We model the schedule of food delivery from a distribution center to retail stores as a vehicle routing problem using an optimization solver. Our case study shows that diesel trucks consume 300% more energy than electric trucks and generate 40% more greenhouse gases than diesel trucks for food distribution in the Gowanus district.

Full electrification of the transport sector is a necessity to combat climate change and a pressing societal issue: climate agreements require a fuel shift of all the modes of transport, but while uptake of passenger electric vehicles is increasing, long haul trucks rely almost completely on fossil fuels. Providing highways with proper charging infrastructure for future electric mobility demand is a problem that is not fully investigated in literature: in fact, previous work has not addressed grid planning and infrastructure design for both passenger vehicles and trucks on highways. In this work, the authors develop a methodology to design the electrical infrastructure that supplies static and dynamic charging for both modes of transport. An algorithm is developed that selects substations for the partial electrification of a highway and, finally, the design of the electrical infrastructure to be implemented is produced and described, assessing conductors and substations sizing, in order to respect voltage regulations. The system topology of a real highway (E18 in Norway) and its traffic demand is analyzed, together with medium-voltage substations present in the area. Keywords: electric vehicles; electric trucks; heavy duty vehicles; catenary charging; fast charging stations; inductive charging; grid planning; highway electrification

Funding Information: This research was funded by National Agency of Petroleum, Natural Gas and Biofuels (ANP), the Financier of Studies and Projects (FINEP) and the Ministry of Science, Technology and Innovation (MCTI) through the ANP Human Resources Program for the Oil and Gas Sector Gas ? PRH-ANP/MCTI, in particular PRH-ANP 53.1 UFES, for all the financial support received through the grant. Funding Information: This research was funded by National Agency of Petroleum, Natural Gas and Biofuels ( ANP ), the Financier of Studies and Projects ( FINEP ) and the Ministry of Science, Technology and Innovation ( MCTI ) through the ANP Human Resources Program for the Oil and Gas Sector Gas – PRH- ANP / MCTI , in particular PRH-ANP 53.1 UFES, for all the financial support received through the grant. Publisher Copyright: © 2022 The Authors The world is undergoing a transition to a more sustainable energy sector dominated by renewable energy sources. This paper proposes an innovative solution that consists of catching water from streams at high altitudes to fill storage containers and transport them down a mountain, converting the potential energy of water into electricity with the regenerative braking systems of electric trucks and storing it in the truck's battery. The energy stored in the electric truck can be sold to the grid or used by the truck to transport other goods. Results show that the levelized cost of the electricity truck hydropower is 30–100 USD/MWh, which is cheap when compared with conventional hydropower 50–200 USD/MWh. The electricity generation world potential for the technology is estimated to be 1.2 PWh per year, which is equivalent to around 4% of the global energy consumption in 2019. Apart from being a low cost and impact electricity generation technology, electric truck hydropower can operate in combination with solar and wind resources and provide energy storage services to the grid.

In line with the Paris agreement, Sweden has set up a national emission reduction target for the transport sector; to reduce the emissions by 70% by 2030, relative to levels in 2010. This entails that large shares of road transport will be electrified, including shares of the national truck fleet. In parallel with this, the Swedish transmission grid suffers from power capacity shortages, limiting the amount of electricity that can be distributed to a regional and local level, especially in urban areas, such as Stockholm. In line with this, the aim of this thesis is to investigate the trends of truck electrification in the Stockholm region and to assess its potential impact on the electrical grid based on truck operation characteristics. To achieve this, three objectives were set; to investigate truck fleet operators’ operations and view in relation to electrification, examine truck manufacturers' views on truck electrification and to analyse the truck electrification’s potential impact on the electrical grid in future scenarios. Quantitative and qualitative methods were used to fulfil the research objectives including interviews and casestudy modelling. The results from the interviews show that both manufacturers and truck fleet operators see the electrical grid and deployment of charging infrastructure, as well as the economy of the electric truck as the main barriers to overcome in relation to truck electrification. The truck manufacturers have taken on a leading role and are together with early adopters pushing the development forward. Nonetheless, they cannot create all the right conditions themselves, as for instance charging opportunities in relation to the electric grid is a complex problem. The industry agreed upon that city transports will be electrified first followed by regional transport and lastly long-distance transport. Furthermore, 2030 was identified as a key year for truck electrification. Finally, manufacturers and truck fleet operators urge the government to act and implement necessary measures to support the transition. The results from the case-study modelling show that lunchtime charging of city transport coincides with already critical hours for the electrical grid. Moreover, the afternoon charging of city, regional and long-distance transports generates a peak during the most critical hour around 6 PM, implying that it could entail challenges for an already congested grid. In line with this, proper night-time charging is considered as crucial both from an operational (in terms of minimising the daily stops) and grid point of view (in terms of avoiding grid congestion during critical hours). In addition, it is recommended to prioritise charging of long-distance transport during the day as they often are operative around-the-clock. Although this study resulted in general charging profiles, this gives a good indication on what impact the truck electrification might have on the electrical grid. Furthermore, it gives a general picture of how the electrification of trucks could play out in Stockholm, which can be applied in other urban areas in Sweden that are facing similar challenges. I linje med Parisavtalet har Sverige satt upp nationella utsläpps reduktionsmål för transportsektorn; att reducera utsläppen med 70% till 2030, relativt nivåerna 2010. Detta medför att stora delar av transportsektorn kommer att elektrifieras, inklusive stora delar av den nationella lastbilsflottan. Parallellt med detta lider det svenska transmissionsnätet av kapacitetsbrist vilket begränsar mängden elektricitet som kan överföras till en regional och lokal nivå, speciellt i urbana områden såsom Stockholm. I linje med detta har syftet med denna studie varit att undersöka trender inom lastbils-elektrifiering i Stockholmsregionen och att utvärdera dess potentiella inverkan på elnätet baserat på lastbilars operativa mönster. För att uppnå detta sattes tre mål upp; att undersöka lastbils-operatörers verksamhets mönster och deras syn på elektrifiering, att undersöka lastbilstillverkares syn på elektrifiering och att analysera lastbils-elektrifieringens potentiella inverkan på energisystemet i framtida scenarier. Kvantitativa och kvalitativa metoder användes för att uppnå studiens mål inklusive; intervjuer och fallstudie modellering. Resultaten från intervjuerna visar att både lastbils-operatörer och tillverkare ser elnätet och utbredningen av laddinfrastruktur, såväl som totalekonomin av den elektriska lastbilen som de huvudsakliga barriärerna att överkomma vid en elektrifiering. Lastbilstillverkare har tagit en ledande roll och driver utvecklingen av elektriska lastbilar framåt med hjälp av så kallade early adopters. Däremot kan de inte skapa alla förutsättningar själva då till exempel laddnings möjligheter i relation till elnätet är en komplex fråga. Industrin är eniga om att city transporter kommer att elektrifieras först, följt av regionala och till sist fjärrtransporter. Vidare kunde 2030 identifieras som ett nyckelår för elektrifieringen. Slutligen uppmanar både tillverkare och lastbils operatörer regeringen att implementera nödvändiga åtgärder för att stötta och påskynda omställningen. Resultaten från modelleringen i fallstudien visar att lunch-laddning för city transporter sammanfaller med redan kritiska timmar för elnätet. Dessutom genererar eftermiddagsladdningen av city, regionala och fjärrtransporter, en effekttopp runt klockan 18 vilket skulle kunna medföra utmaningar för ett redan överbelastat elnät. I linje med detta anses natt-laddning vara avgörande både från en operativ synpunkt (i form av att minimera de dagliga stoppen) och från ett elnäts perspektiv (i form av att undvika överbelastning av nätet under redan kritiska timmar). Därtill, rekommenderas att fjärrtransporter prioriteras för dagtids-laddning då de ofta är operative dygnet runt. Trots att denna studie resulterade i generella ladd-profiler kan dessa ge en god indikation för vilken inverkan lastbils-elektrifieringen kan komma att ha på elnätet. Vidare, ger studien en generell bild över hur lastbils-elektrifieringen kan komma att se ut i Stockholmsregionen vilket kan tillämpas i andra urbana områden i Sverige som står inför liknande utmaningar.

EU countries want to decarbonize their road freight transport quickly. Long-haul electric trucks are a promising technology. There are several competing designs but at present the trade-off is between e-trucks with very large batteries and e-trucks with a smaller battery but combined with motorways electrified via catenary lines. In the latter case a combination of public investment (catenary lines on major motorways) and private investment (electric trucks) is required. As long-haul truck transport is partly international this raises problems of coordination among countries. We study the possible pricing and investment strategy of one forerunner country that faces lagging neighbors. The forerunner can make the use of electric trucks mandatory on its own territory by using very high road charges for diesel trucks. If it has opted for a catenary system, it faces still the choice of how it will price the use of its electric motorways. International diesel trucks, when crossing the border of a forerunner country, have to choose between paying high charges and transferring the load into an e-truck. We study the outcome of this international coordination game exploring the non-cooperative outcome varying the relative size of the forerunner in international truck traffic and varying the cost of electric highways.

Son yillarda lojistik sektoru kaynakli cevresel problemlerin onune gecilmesi ve enerji tuketim miktarinin azaltilmasina yonelik calismalar agirlik kazanmistir. Elektrikli arac kullanimi, lojistik sektorunde bu amacla uygulanabilecek yenilikci yaklasimlardan bir tanesidir ve yaygin olarak calisilan konulardan biridir. Bu calisma kapsaminda lojistik sektorunde elektrikli kamyonlarin kullanilmasi durumunda rota optimizasyonu yapan bir matematiksel model gelistirilmesi amaclanmistir. Elektrikli arac rotalama problemi, acik uclu arac rotalama konsepti ile birlikte dikkate alinmistir. Problemin cozumu icin karisik tamsayili programlama modeli onerilmistir ve probleme, toplam mesafe minimizasyonu, kullanilan toplam arac sayisi minimizasyonu ve harcanan toplam enerji miktari minimizasyonu olmak uzere uc farkli amac fonksiyonu tanimlanmistir. Onerilen model, ornek problemler uzerinde test edilerek dogrulanmis ve farkli amac fonksiyonlari icin karsilastirmali sonuclar elde edilmistir. Ulasilan sonuclar, onerilen model ile kucuk boyutlu gercek hayat uygulamalarinda kisa islem sureleri ile optimum sonuclarin elde edilebilecegini gostermistir. Elektrikli araclarin rota optimizasyonu yapilarak lojistik kaynakli cevre kirlenmesinin azaltilacagi ve enerji verimliligi saglanacagi ongorulmektedir.

The world industry is on a threshold of a new development cycle which is characterized by emergence of breakthrough technologies: distributed ledger technology, drone-type devices, 3D printing, virtual reality, Internet of things, augmented reality etc. Due to these technologies fundamental changes will take place in the majority of economic branches. The automotive industry is not an exception. This industry plays one of the key roles in economy in a great number of countries and changes occurring in it lead not only to creation of new products, technical processes but these changes also entail improvement of the industrial base which has been already created. The Republic of Belarus considers an automotive industry as one of key industries for its economy and its efficiency has a high dependency factor pertaining to speed of innovation emergence and implementation that is strategically important aspect of increase in competitiveness both on current sales markets and on potential ones. The paper pays a special attention to two main trends arising in the course of forming a new industrialization: increase in environmentally-friendly fuel systems and digital transformation. Problems of world ecology have exerted a considerable impact on developments in the field of alternative energy sources. Speed of development and promotion of electric vehicles considerably exceed “breakthrough” innovation developments of the past. However a great number of factors can have a significant effect on the future of electric vehicles and two of them are thoroughly considered in the paper: cost of energy (batteries) and price of oil (at the price of about 20 USD for barrel the development rate will considerably decrease). Besides the matter of environmental friendliness the paper pays attention to services of digital transformation. The world has already presented examples pertaining to usage of remote control for dump trucks, telematics etc. Such an approach makes it possible for organizations to optimize substantially an expenditure budget and doing so we increase resource use efficiency. The paper also contains a review of innovations in the automotive industry of the Republic of Belarus: BelGee electric cars, Belkommunmash electrobuses, developments of large industrial equipment.

Drone logistics is considered as a disruptive business model reshaping logistics in the next decades. Most prominent potential advantages of drone delivery are cost savings, high speed, and high flexibility. Additionally, drones are also considered as a means of green transportation as they are electric vehicles which are potentially emission-free. To which extent these claimed potentials exist depends on the application scenario as well as the environmental and technological conditions. In this study a stationary drone delivery system is considered where parcels are delivered from a central depot to customers either by drone or electric truck. The minimal total energy consumption for serving all customers is determined when using only an electric truck or a mixed fleet of electric trucks and drones. In a simulation study the effects of structural characteristics (like numbers of customers and customer density) and environmental conditions (like wind speed and traffic conditions) on potential energy savings using drones are estimated. The results indicate that structural characteristics and environmental conditions heavily affect the energy saving potential of drones. In urban settings with high customer density, the energy saving potential is limited to at most 1% while in rural settings drones can help to save 5% of total energy. Under drone-favoring conditions like calm winds and heavy traffic, the energy saving potential can double.

Increase of non-renewable energy consumption and CO2 emissions has brought heavy burdens to our planet. Heavy-duty vehicles as a large energy consumer benefit a lot from platooning due to reduced air drag. Comparing to ICE trucks, electric trucks can gain more energy savings from platooning while also reducing CO2 emissions. This paper explores the energy consumption of electric HDV platooning under highway situations and proposes an adaptive downhill coasting speed method with regenerative braking. Simulations show that electric HDV platooning can reach at most 33.4% energy savings with our proposed adaptive coasting speed profile. With a sacrifice of 22.2% travel time, the energy savings can be further increased to 49.3%.

Presently, heavy-duty trucks are responsible for approximately 25% of global CO2 emissions. Although the world seems to incline towards the transport sector's electrification, the electrification of long-range freight trucks is profoundly challenging. The dominant disincentives are the required infrastructure, cost/size of batteries, limited mileage, and long charging sessions. However, despite the efforts to reduce emissions, current trends indicate that these continue to rise, mostly because of the continually increasing freight transit. Regional economies are heavily dependent on the latter. Thus, the imminent depletion of fossil fuels and the emerging environmental issues are disquieting aspects for the sustainability of this crucial sector. This thesis focuses on the possible alternative powertrain/drivetrain solutions for heavy-duty, long-range freight trucks in conjunction with sustainable energy carriers for the transportation sector overall. In terms of viable fuelling alternatives, the following are being reviewed: Electric Power, Bio-Fuels, and Synthetic Fuels, along with their current status, advantages, disadvantages and future prospects. In terms of powertrain/drivetrain alternatives, the following are being theoretically and critically evaluated and compared against a direct drive conventional Diesel engine truck (25.2% wheel efficiency): Battery Electric, Electric powered with overhead cables or underground conductive coils, combined Gas Turbine/Stirling Engine Hybrid Electric in series, combined Diesel engine/Stirling engine Hybrid Electric in series, and Diesel engine Hybrid Electric in series. It is concluded that the best scenario for future freight trucks, is the use of an electric drivetrain/powertrain in conjunction with overhead powering cables along the highways. However, due to uncertainties in the universal realization of such infrastructure, to ensure uninterrupted transportation of goods, a plausible transitional solution could be the use of a Diesel engine/Stirling engine Hybrid Electric in series technology. This could reduce emissions/consumption by a factor of 2.4 (60% wheel efficiency). For the case of Gas turbine/Stirling engine and Diesel engine (both) Hybrid Electric in-series arrangements, this factor drops to 1.7 and 1.4 (42.9% and 34.3% wheel efficiency), respectively. Furthermore, this can be a clean and sustainable solution if biofuels are employed as the prime energy carriers. Such an approach is future-proof for use with overhead cables, since the suggested powertrain is electric, rendering a freight truck as a very versatile heavy-duty, long-range vehicle. Electro-fuels are not considered as a viable option due to their inefficient formulation, elevated costs, and problematic handling (Hydrogen).

Trucks are used to transport goods and services using road transportation. Emissions from the transportation industry are rising with every passing year. The Swedish government said in a report in 2009 that they are working to reduce 70% of the greenhouse gas emissions by 2030 to build a pathway for sustainable transportation (Allerup, 2019). New technologies in the field of transportation are coming to the market every year. It is important to evaluate the impacts from these technologies to support the 2030 agenda of Swedish government. Life cycle analysis of trucks can give valuable insight into the hotspots from different life cycle stages. To provide a comprehensive overview of the emissions from different types of heavy duty trucks namely Internal combustion engine trucks (Manual and driverless) and electric trucks (manual and driverless) a life cycle assessment is carried out. From the comprehensive evaluation of results, following questions are answered. [1] Global warming potential from different types of heavy duty trucks; [2] Impacts from the new automation technology on climate change; [3] Environmental hotspots evaluation of the different truck types; and [4] Impacts of using different fuel types on the Global warming potential. Overall, the life cycle assessment can help the decision makers for taking decisions in order to fulfill the agenda 2030 of the Swedish government but still further research is needed to be done to exactly find out the emissions level of new automation technologies. Lastbilar används för att transportera varor och tjänster med vägtransport. Utsläppen från transportbranschen ökar för varje år som går. Den svenska regeringen sa i en rapport 2009 att de arbetar för att minska 70% av växthusgasutsläppen till 2030 för att bygga en väg för hållbara transporter. Ny teknik inom transportområdet kommer till marknaden varje år. Det är viktigt att utvärdera effekterna av denna teknik för att stödja 2030-agendan för den svenska regeringen. Livscykelanalys av lastbilar kan ge värdefull inblick i hotspots från olika livscykelsteg. För att ge en omfattande översikt över utsläppen från olika typer av tunga lastbilar, nämligen IC-motor bilar (manuella och förarlösa) och elektriska lastbilar (manuella och förarlösa) genomförs en livscykelbedömning. Från den omfattande utvärderingen av resultaten besvaras följande frågor. [1] Global uppvärmningspotential från olika typer av tunga lastbilar; [2] Effekter från den nya automatiseringstekniker på klimatförändringar. [3] Miljö Hotspots utvärdering av olika lastbilstyper; och [4] Effekter av användning av olika bränsletyper på den globala uppvärmning potentialen. Sammantaget kan livscykelbedömningen hjälpa beslutsfattarna att fatta beslut för att uppfylla den svenska regeringens dagordning 2030, men ytterligare forskning behövs för att exakt ta reda på utsläppsnivån för ny automatiseringsteknik. Resultaten av studien visar att elbilen har lägre GWP-utsläpp än IC-motor bilarna. Den förarlösa automatiseringstekniker har 1,37% av de totala GWP-utsläppen när det gäller IC-motor bilar. Medan för elektriska lastbilar bidrar förarlös automatiseringsteknik upp till 12% av de totala utsläppen av elbil.

The imperative to decarbonize long-haul, heavy-duty trucking for mitigating both global climate change as well as air pollution is clear. Given recent developments in battery and ultra-fast charging technology, some of the prominent barriers to electrification of trucking are dissolving rapidly. Here we shed light on a significant yet less-understood barrier, which is the general approach to retail electricity pricing. We show that this is a near term pathway to $0.06/kWh charging costs that will make electric trucking substantially cheaper than diesel. This pathway includes (i) reforming demand charges to reflect true, time-varying system costs; (ii) avoiding charging during a few specific periods (

Development of battery technology is making battery electric heavy duty trucks technically and commercially viable and several manufacturers have introduced battery electric trucks recently. However, the national and sectoral differences in freight transport operations affect the viability of electric trucks. The aim of this paper is to develop a methodology for estimating the potential of electric trucks and demonstrate the results in Switzerland and Finland. Commodity-level analysis of the continuous road freight survey data were carried out in both countries. As much as 71% of Swiss road freight transport tonne-kilometers may be electrified using battery electric trucks but Finland has very limited potential of 35%, due to the use of long and heavy truck-trailer combinations. Within both countries the electrification potential varies considerably between commodities, although in Finland more so than in Switzerland. Commodities which are constrained by payload volume rather than weight and are to large extent carried using medium duty or, Applied Energy, 236, ISSN:0306-2619, ISSN:1872-9118

This report presents the results of a project to develop a truck vehicle/fuel decision choice model for California and to use that model to make initial projections of truck sales by technology out to 2050. The report also describes the linkage of this model to a broader scenarios model of road transportation energy use in California to 2050. A separate report provides the authors detailed assumptions about truck technologies, fuels, and projections to 2050 that are inputs to this choice modeling effort. The need for low carbon trucking in California, as in other states and countries of the world, is outlined in IPCC reports and the Paris Agreement. An 80% reduction in energy-related CO2 emissions worldwide is targeted in that agreement. For trucks to contribute anywhere near this level of reduction, new, zero emissions technologies, such as electric and hydrogen fuel cell trucks, would need to be adopted at a large scale and at a rapid pace, both unprecedented for trucks anywhere in the world to date. Many truck models create new technology market penetration scenarios through minimizing cost or in an ad-hoc manner. This model utilizes a fleet decision choice process based on real world factors identified through discussions with trucking fleets. These factors include capital and operating costs, uncertainty (risk), model availability, refueling inconvenience, green PR (perceived benefit of environmentally beneficial technologies), and various incentives. The authors have developed a spreadsheet structured as a nested multinomial logit model that monetizes these factors to calculate a generalized cost. The authors have attempted to estimate the value of these factors to different types of fleets using a series of interviews, initial survey work, a truck choice workshop, and finally expert judgment and “basic logic” on how various factors might be valued now and in the future. The factors drive the choice analysis and are highly uncertain and likely highly variant across fleet types and even fleets within a type (early adopter, late adopter, in between), so the authors use a scenario approach to explore how this uncertainty could affect their results and projections. The authors created four scenarios and variants: 1) a business as usual (BAU), 2) a zero-emission vehicle (ZEV) mandate requiring the market share of ZEVs to reach 25% by 2050 (ZEV scenario 1a), 3) the same scenario but with a low penalty assumed for refueling time and (ZEV scenario 1b) 4) a ZEV mandate requiring the market share of ZEVs to reach 50% by 2050 (ZEV scenario 2). The authors also look at some policies that could help to spur sales growth among ZEV technologies in order to reach specific targets.View the NCST Project Webpage

Xiluo produce market is the largest wholesale market which supplies one-third fruit and vegetable demand in Taiwan. However, each day more than 800 diesel-powered tricycles running at the market result in serious air and noise pollution. In order to solve the pollution problem, since 2010, the Environment Protection Administration (EPA) has implemented a plan to replace the diesel-powered tricycles with electric trucks. Besides, EPA also integrates efforts with local manufactures to develop appropriate electric trucks which can accommodate the requirements of usage. On July 3, 2013, EPA further announced a subsidization program, namely "the Regulations Covering Subsidies for Electric Produce Transporters at Xiluo Produce Market". According to the program, the subsidy covers the purchasing cost of electric trucks (excluding battery) and rental fees of the power batteries. At the same time, a battery management operator will be selected to provide service of maintaining battery. In addition, EPA drew up the verification specification as the vehicles' testing standard to ensure the function and safety of the electric trucks. The target is to eliminate all diesel-powered tricycles out of the Xiluo produce market before 2018 and the air quality improvement is in line with Taiwan's indoor air quality standards. Taiwan's government hopes to electrify all diesel vehicles currently in the other similar wholesale markets basing on the experience of promotion, so as to build clean trading environment for all wholesale markets in the future. This paper will discuss this vehicle electrification case study in detail and share the experience.

The expected economic and social growth, joint with the increase on the demand of services and goods that this will cause, will become an environmental problem (emissions and noise) as well as a logistical problem (congestion) that needs to be solved. The transport sector has to reduce drastically the use of fossil fuels and Sweden’s goal is to achieve a fossil independent vehicle fleet by 2030. It is expected that 2/3 of the traffic volume of trucks in Sweden will be performed along electrified roads. The most efficient way to achieve this is to use electricity and now that the technology to power trucks without the need of huge batteries has been tested and approved, is time to develop the infrastructure needed and study its impact in transportation and logistics. An electric road is planned to be operative around 2020 from Rosersberg logistics hub to Arlanda airport cargo city. The objective is to transfer goods from the logistic area to the freight terminal by the use of electric trucks. It will optimize the transit of logistics flow in the area, reduce emissions and release the traffic pressures on E4 at the same time. Arlanda airport used to have a restriction on the emission rate of all the companies operating inside Arlanda, the emissions of the trucks that drive the cargo outside Arlanda was also taken into account. This means that in order to be below the maximum levels, the high ground transport emissions limited the number of planes that could fly. Affecting therefore the capacity of handling bigger volumes and passengers. So in order to prevent this situation from happening again in the future (more environmental restrictions will appear) the best solution for all the parts involved is to give priority to sustainability in transport planning. The aim of this project is to come up with conclusions and forecasts of the whole transportation network according to the logistics needs, by analysing the economic, environmental and logistic impacts of using the El-road. The result expected is to provide a clearer overall picture of the logistic flows between Rosersberg, Arlanda Airport, Gavle container and nearby locations, such as Stockholm or Uppsala. As well as analyse the possible scenarios that might develop once the El-road is operating. Due to the nature of our data we decided to use qualitative and subjective methods rather than quantitative ones. AHP (Analytic Hierarchy Process, Saaty 1970), will enable us to derive ratio scales from paired comparisons by defining the different criteria (cost, time, operations and sustainability) and assigning values to their respective sub criteria. These values will be assigned by each of the companies working inside Arlanda, since the goal is to define the best possible scenario for them in the future. The other method we will use is the decision tree analysis, this model of decisions and possible consequences that can occur will show a graph of all the variables that must be taken into account while defining the issues that will lead to one scenario or another. We consider it the best method to analyse and show how many facts can affect the final scenario outcome of this project.