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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

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.

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.

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%.

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 (