Most trucks on the road today are slow and smelly, causing a majority of the harmful air pollution in urban skies and contributing to our greenhouse gas emission problem. But technology is offering promising solutions to make these trucks zero emission — will they be fueled by battery electric power or hydrogen fuel cells?
Jim Park in Trucking Info lays out the situation with this competition over fuels and technology, and it seems to me that battery power is gaining rapidly. On the hydrogen side, we currently have three main trucking companies: Nikola, Kenworth/Toyota, and a Canadian consortium collaborating on AZETEC (Alberta Zero-Emissions Truck Electrification Collaboration). The battery electric truck side is led right now by Daimler and Tesla.
Hydrogen has two clear advantages over batteries: long-distance range (500-800 miles) with a light payload for the fuel and fuel cell, weighing no more than a typical diesel sleeper tractor. These trucks can also refuel quickly.
But batteries are getting cheaper and more powerful. Electric trucks generally benefit from stop-and-go operations with more opportunities for regenerative braking and high-powered charging. Companies like Daimler are responding to this large part of the market:
“We found that probably 80% of the group we spoke to were not running more than 150 miles per day,” says Andreas Juretzka, head of Daimler’s e-Mobility Group. “That led us to a battery spec of 230-mile range, which covers, among other things, the swings in ambient temperature that can affect battery performance and to alleviate the customers’ range anxiety.”
Tesla has meanwhile announced a 500-mile range truck with zero-to-60 times of less than 5 seconds — sure to be of interest for driving quality alone.
Both types of zero-emission trucks will require a whole new build-out of charging infrastructure though, including fast-charger stations for batteries and hydrogen stations for fuel cells.
This competition over fueling technology is probably good news for consumers and all who live near and drive behind these trucks. But at the same time some clarity on which technologies are suitable for which applications will be needed soon, as policy makers are right now contemplating public investments in the various fueling infrastructure needs. They don’t want to invest in permanent infrastructure for the wrong type of vehicle.
My guess? Battery electrics will dominate for 80% of the trucking market, but hydrogen will still be useful for longer-distance trucking. But either way, the benefits for air quality and our carbon footprint will be immense.
