Headwinds: Challenge 3

Operational/Tactical Challenges

Acquisition Cost – Tractor

Currently, a new generic diesel-powered internal combustion engine Class 8 could be acquired for $135,000-$150,000, whereas a reasonable battery-electric replacement would cost $400,000-$500,000. The increased acquisition costs would have to be absorbed by customers. Should raw material scarcity or geopolitical strife occur, the pricing disparity between internal combustion and battery-electric could widen. (Kenworth, American Transportation Research Institute)

Acquisition Cost – Charging Stations

Many carriers will require charging stations at their terminals to maintain their level of service to their customers. While this cost is still being determined, the best estimates place it around $80,000 per unit, with most carriers requiring several units.

Electricity as a Fuel Source Cost

Within many states, end-use power customers are faced with a monopolistic supplier that is generally regulated by a state agency. Carriers will have little ability to utilize the open market to seek out the best price for their purchased power.

Variability of the Electric Grid

If United States had enough capacity to supply enough electricity to support the nationwide network of trucks, the reliability of power would be a concern that operational leaders at trucking companies would have to navigate. Significant weather events such as ice storms, tornados, or hurricanes could severely handicap operations in those locations for a longer period than with a traditional diesel-powered internal combustion engine. Additionally, in times of peak consumption, carriers could be faced with blackouts or rationing scenarios like brownouts.

Cargo/Range Capacity

In addition to the increased cost, BEVs are also heavier and have a shorter range. On average, a generic battery-electric truck weighs 14,000 lbs more than an internal combustion engine truck, thereby reducing payload capacity by the same. Additionally, generic battery-electric trucks have a range of around 300 miles. To add additional range, additional battery capacity would be required further reducing the payload capacity. Carriers will have to increase their truck counts dramatically to maintain their current level of service. (Image 3)

On-Road Charging Stations

Currently, the trucking industry relies on a network of private fueling stations to provide diesel fuel. Broadly speaking, a fueling station can be found every 50 miles along the interstate highway system. Most fuel stops of this type can be completed within 30 minutes. Recharging a battery-electric truck requires a minimum recharge time of three (3) hours. Due to this time disparity, there will need to be a far greater number of charging stations than diesel fueling stations.

Hours Of Service

The trucking industry is regulated by the Department of Transportation (DOT) on most components of operation. None will be felt more than the hours-of-service rules when implementing battery-electric fleets. Due to the length of time required to charge, driving hours will have to be carefully managed by operational leaders to ensure that the charge coincides with off-duty time (assuming the DOT and Department of Labor (DOL) will consider charging an off-duty function).

Parking

Within the current framework of diesel-powered internal combustion engines, there is a shortage of safe, bathroom facility-adjacent parking spots for their DOT-mandated off-duty time. With the introduction of charging stations, finding adequate parking with access to charging stations will become a primary concern for drivers and carrier operations.

Accident Response

Due to key components contained within the battery pack, many on-road accidents could be treated as hazardous response situations. Additionally, it is understood that should these components ignite, first responders have little ability to distinguish the fire.

Shopping cart