EVs Are Coming, but Challenges, Alternative Fuels Will Slow Turnover

April 1, 2020

Terry Costlow

PSI’s 8.8-L engine for truck and industrial applications provides fuel flexibility, running on propane, natural gas, or gasoline.

Regulatory attacks on petroleum are sparking heavy investments in battery power, but alternative fuels continue to spar for growth. As vehicles move slowly from diesel to alternatives, owners and operators will need to focus on training and telematics to maximize efficiency.

Battery power was front and center in Indianapolis at the Green Truck Summit in March, as speakers described infrastructure challenges and training requirements as well as equipment pricing issues. Alternative fuels remain viable as vehicle suppliers strive to meet regulations that sharply reduce emissions over the next two decades.

Electric trucks need dedicated connector standards and charging stations, Daimler Trucks’ Sean Waters explained.

“By 2039, we want all our production vehicles to be carbon neutral,” Sean Waters, VP of product compliance and regulatory affairs, Daimler Trucks North America, said in the keynote speech. “That’s one year before the California mandate. The transition will take some help from government; the total cost of ownership for electrified vehicles doesn’t support going to electrics.”

Many speakers agreed that electric vehicles (EVs) need to fit specific applications, especially those where vehicles can return to bases nightly for recharging. Several also agreed that battery power is still too expensive for many applications, calling for governments to subsidize electric vehicles.

Commonwealth Edison’s Joseph Moser said incentives were needed to make hybrids affordable.

Joseph Moser of Commonwealth Edison, which supplies power for the greater Chicago area, noted that incentives remain a critical factor. “When we looked at hybrids, incentives were a big issue. If they’re not available, we do not go to hybrids,” he said.

While incentives may be needed to jump-start the market, government handouts alone can’t create a strong market. “Incentives are fine, but they’re not a long-term solution,” said Michael McDonald, senior director, sustainability and government affairs, UPS. “The cost of equipment has to come down.”

Special considerations for CVs

For commercial vehicles, the infrastructure will be an important factor for success of electric power. Bill Combs, VP of connected vehicle strategy & experimentation, Penske Transportation Solutions, stressed the need for standards that address the requirements of large trucks. The CharIn standard, which is nearing completion, focuses on Class-8 trucks. “The committees are even thinking about where charging ports should be located. With higher voltages, you need a shorter cable or it will be so thick you won’t be able to move it at 40 degrees,” he said.

Daimler’s Waters also stressed the need for chargers and charging stations that are focused on trucks. It’s not practical for semis and cars to pull into the same facility. “We also need to deal with different charging stations than passenger cars,” Waters said. “Filling up a truck will take a lot longer than a passenger car, not to mention that a 53-foot trailer will not fit in a charging station made for passenger cars.”

Waters also noted that international standards for vehicles are not harmonized, which makes it tough for manufacturers to gain the benefits of volume production. Designing different systems for different regions adds costs.

Speakers at the day-long conference noted that electric power and alternative fuels are making solid inroads, but diesel isn’t going away any time soon. Trucks have very long life-times, so many will still be on the road well into the second half of the century.

“Diesel will still be important for our society,” Waters said. “Even if our carbon goals are met by 2039, diesel tractors being sold in 2038 will be on the road a long time.”

Alt fuels won’t back down

Achieving price parity won’t be easy for electrified vehicles. Conventional internal-combustion-engine technologies will continue to improve their performance, offering low cost while moving towards near zero emissions. Propane Education & Research Council president Tucker Perkins noted that while battery power systems will improve, propane-based engines will also continue their progress. New engine technologies like direct injection and higher compression will bring continued benefits for propane, which already burns far cleaner than diesel, he said.

Selecting the right fuel for each application isn’t the only way to trim fuel usage and emissions. Fleet owners and operators will need to continuously monitor activities and work closely with drivers and operators so they do everything they can to improve efficiency.

“It’s not just one thing, all the technologies create an ecosystem that can help reduce the TCO,” said Michelle Moody, marketing director, Ford Commercial Solutions. “Connectivity allows people to get the greatest benefits. Once you make the decision on which fuel to use, connectivity lets you get data on your operations.”

UPS’s McDonald noted that maintenance technicians need to be trained so high-voltage electrical systems can be repaired safely and effectively. Drivers also need to be trained so they understand how their actions improve efficiency.

“One company did aerodynamic packages and idle control, incentivizing drivers, who got a percentage of the fuel savings from reduced idling,” said Rick Sapienza, director, clean transportation program, NC Clean Energy Technology Center. “Companies that go electric need to train drivers. We had a bus company where many drivers did not make it through their shifts and needed towing. They did some training, after that they had no tow-homes.”