\u201cWe were the first OEM to announce production availability of electric trucks 12 months ago,\u201d he added. \u201cAnd today, we are very proud to announce that we have 400 orders in our backlog for these trucks today.”<\/p>\n
Peterbilt electric trucks are currently running daily routes in both Anchorage, Alaska<\/a>, and Boise, Idaho. The OEM is getting \u201cfantastic\u201d feedback from the fleets evaluating those trucks. \u201cWe also have 10 Model 579EV tractors working at the Port of Oakland, California now,\u201d he said. \u201cWe\u2019ll soon have trucks working in the Port of Long Beach, California, as well, and have another 60 scheduled to be built and delivered to the ports by year\u2019s end.\u201d<\/p>\n Skoog said currently, nearly 100% of refuse truck roles can be filled by battery-electric trucks. He noted that around 35% of current Class 8 trucks average 250 miles or less per day, making them good eventual candidates for electric trucks.<\/p>\n \u201cThat leaves 65% of Class 8 trucks that run more than 250 miles per day,\u201d he added. \u201cAnd I think we\u2019ll have to wait for significantly improved batteries or viable hydrogen fuel cell technology before we\u2019ll start seeing fleets in those applications move away from diesel.\u201d<\/p>\n But, Skoog said, if North American fleets are interested in electric trucks and would like to accelerate their acceptance and usage around the country, he sees four vital actions that need to happen to encourage that shift.<\/p>\n \u201cWe must have a viable, national charging infrastructure,\u201d Skoog told ACT Expo attendees. \u201cMedium- to large-scale charging systems require heavy construction, including trenching work and installing transformers. This is expensive and time-consuming to do. Additionally, it takes significant financing to accomplish.\u201d<\/p>\n To help fleets with this, Skoog said Peterbilt is offering electric truck charging systems for sale through its Paccar Parts division. Additionally, the OEM is now offering a variety of advisory services for fleets interested in electric trucks, including site assessments and project management.<\/p>\n \u201cWe start with the truck and move immediately to infrastructure,\u201d he said. \u201cWe tell our customers they must start working on the infrastructure problem the moment they decide to put an electric truck in their fleet.\u201d<\/p>\n Secondly, Skoog said, changes need to be made to drive electric truck prices down. To help here, Peterbilt has a dedicated grant writer on staff to help fleets find government grants to assist in subsidizing the cost of electric trucks.<\/p>\n The OEM also has an online operating cost calculator that lets fleets plug in operating variables to get a clear picture of what an electric truck\u2019s total operating cost will be compared to a conventional diesel truck.<\/p>\n \u201cBut we need more,\u201d he said. \u201cRight now, the 2024 California Air Resource Board Zero Emissions Sales Requirements are pushing truck OEMs to build a certain number of electric vehicles. But there is no customer purchase requirement on the other side of the equation. Now, I understand that many of you out there would prefer rules that require OEMs to build the trucks, without any requirement that you buy them. But if we\u2019re going to get costs down and bring production to scale, we need better customer-OEM alignment on this front. And common interests \u2014 both a requirement to build and a requirement to buy \u2014 will move electric trucks forward much faster.\u201d<\/p>\n Skoog said he would like to see tax rules changed so fleets could take tax credits on the front end of the sale, at the time a truck is purchased.<\/p>\n \u201cWe are working with Calstart to put an option in that will let fleets take that credit up front,\u201d he said. \u201cWe believe that the most effective incentives are the ones that are there at the time of purchase.\u201d<\/p>\n Another financial move Skoog supports is eliminating or reducing the 12% Federal Excise Tax on new trucks.<\/p>\n \u201cThat\u2019s the highest tax anyone pays for new products in this country,\u201d he added. \u201cI\u2019d like to see it gone for all trucks. But if we can\u2019t do that, can\u2019t we at least remove it to help boost electric truck sales?\u201d<\/p>\n And finally, Skoog said it\u2019s time to re-examine commercial vehicle weight laws to boost electric truck sales.<\/p>\n \u201cWe have a 2,000-pound offset for electric trucks now,\u201d he said. But it\u2019s not enough. \u201cIn some cases, electric trucks are carrying 4,000 pounds less payload than a diesel truck.\u201d<\/p>\n To put that in perspective, Skoog pointed to cement mixers.<\/p>\n \u201cIf a mixer is pouring a house foundation, that\u2019s four loads of cement in a diesel truck,\u201d he said. \u201cBut with our current weight laws, an electric mixer would have to make five trips to that jobsite, with corresponding losses in time, additional traffic congestion efficiency.\u201d<\/p>\n To counter these problems, Skoog said he proposes a single one-to-one weight offset for electric trucks, to make sure their productivity \u2014 and ability to make money \u2014 is on par with diesel trucks.<\/p>\n \u201cThis is exciting technology we\u2019re talking about,\u201d Skoog said. \u201cWe need to take steps to make it better.\u201d<\/p>\n Originally posted on Trucking Info<\/a><\/p>\n <\/p>\n By Jack Roberts<\/a><\/p>\n Source: https:\/\/www.government-fleet.com<\/a><\/span><\/p>\n1. Invest in National Charging Infrastructure<\/h2>\n
2. Drive Down Prices of Electric Trucks<\/h2>\n
3. Change Tax Rules<\/h2>\n
4. Re-examine Commercial Vehicle Weight Laws<\/h2>\n
KNOW WHO WE ARE<\/strong><\/a><\/h1>\n
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