{"id":3101,"date":"2019-07-17T17:40:11","date_gmt":"2019-07-17T15:40:11","guid":{"rendered":"http:\/\/en.advancedfleetmanagementconsulting.com\/?p=3101"},"modified":"2019-07-17T17:40:11","modified_gmt":"2019-07-17T15:40:11","slug":"3101","status":"publish","type":"post","link":"https:\/\/advancedfleetmanagementconsulting.com\/eng\/2019\/07\/17\/3101\/","title":{"rendered":"TMC Panel Educates Fleets on Real-World Electric Truck Operation"},"content":{"rendered":"

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A policy of \u201copportunity charging\u201d that has drivers putting trucks on charging devices during lunch, breaks and other downtimes is a key component in keeping the trucks\u2019 state of charge high for longer periods of time. <\/strong>Photo: Orange EV<\/em><\/b><\/p>\n

TMC Panel Educates Fleets on Real-World Electric Truck Operation<\/h2>\n

ORLANDO, FL \u2013 Electric trucks are much simpler to maintain and operate than diesel units. But that doesn\u2019t mean there aren\u2019t challenges for fleets that elect to evaluate and\/or operate them. A session this week at the Technology & Maintenance Council Fall Meeting offered advice and answers for fleets considering electric trucks for their applications.<\/p>\n

Opening presenter Mike Saxton, chief commerical officer for electric truck manufacturer OrangeEV, said that \u201crange anxiety\u201d concerns aside, his company has all-electric yard trucks operating for more than 24 hours on a single charge. However, he added that a policy of \u201copportunity charging\u201d \u2014 a policy that has drivers putting trucks on charging devices during lunch, breaks and other downtimes \u2014 is a key component in keeping the trucks\u2019 state of charge high for longer periods of time. Furthermore, Saxton added, most fleet facilities today, as well as existing structures that could be converted into a fleet facility, already have the necessary electrical capacity to handle charging electric trucks.<\/p>\n

Saxton said all-electric truck drivetrains last significantly longer than comparable diesel drivetrains, and that a truck\u2019s battery pack should last as long as the life of the truck itself in most operating conditions.<\/p>\n

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\u201cLithium-ion batteries do degrade over time with repeated charges,\u201d he explained. \u201cHowever, it takes about 2,000 charges before your battery capacity degrades \u2014 usually about 20%. You won\u2019t notice this as a drop-off in performance. But you will notice you\u2019re having to charge the truck more often.\u201d But, he added, it generally takes between 7 and 10 years before this become an issue and noted that by that time, drivers are typically using older trucks “less preferentially,” and therefore not getting as low on the battery before plugging in anyway, so may not even notice a change.”
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One potential limiting factor that can affect operations is cold temperatures. However, Saxton also noted that diesel trucks in have block heaters, chemical additives and other thing to try and keep them functional in cold weather, adding that “We\u2019ve built systems into our electric trucks that maintain all elements of the truck ready to function and ensure the truck is operable in both hot and cold weather. In cold weather these systems consume more energy and are thus from the perspective of energy consumption, the worst case design consideration for temperature. Our trucks are being stored outside, in the dead of winter, just as their predecessors.”<\/p>\n

Next, Dave Williams, operations director for DHL Supply Chain, outlined his experiences using two all-electric yard tractors during evaluation testing, noting that his trucks are in operation approximately 21 hours a day. \u201cWe have had no issues with the operation of our electric trucks at all,\u201d he added.<\/p>\n

Williams said one pleasant surprise at the beginning of DHL\u2019s electric truck initiative was the grant process to secure government subsidies. \u201cWhen we sought grant money to test CNG-powered trucks, the application process was complicated and lengthy,\u201d he said. \u201cGetting getting EV grant money application process together much easier. In fact, it took less than a week.\u201d<\/p>\n

Williams said driver training was a key component in putting the electric trucks in service, but added that that overall the operation of the trucks is \u201cvery straightforward\u201d with few unfamiliar procedures. \u201cFor us, training was more about overcoming the \u2018fear factor\u2019 drivers had with the new vehicles,\u201d he said. \u201cThe bulk of the training focused on understanding charge-state indicators as well as vehicle recharging features.\u201d<\/p>\n

DHL Supply Chain\u2019s electric truck evaluation is still ongoing. But Williams said he was confident that a \u201cconservative” estimate has the two electric yard tractors saving $40,584 per year compared to diesel units. “All in all, this has been an extremely positive experience for us,\u201d he added.<\/p>\n

Duane Hughes, president of Workhorse Commercial Trucks, expanded on the themes presented by Williams and Saxton by looking electric truck operations in last-mile delivery applications. Hughes said typical cost-per-mile for electric trucks in those applications were typically 40 cents a mile, compared to $1.00 a mile for diesel units in daily routes totaling 46 miles with 73 stops and starts.<\/p>\n

The final presenter, Chris Nordh, director of global fuel products for Ryder System, said it was crucial for fleet managers to understand the excess load capacity of any facilities being considered for electric truck use, with the key component knowing how many chargers can be installed and how fast they\u2019ll be able to do their jobs.<\/p>\n

Nordh said there are three levels of charging outlets available to fleets today:<\/p>\n