The Road to Zero Emissions: Heavy-Duty Electric and Hydrogen Vehicles

As policymakers and stakeholders shift focus to the transportation sector for emissions reduction opportunities, newer fuels and technologies are emerging. Heavy-duty electric vehicles (HDEVs) and heavy-duty fuel cell electric vehicles (HDFCEVs) are becoming viable alternative fuel sources. Both electric and hydrogen are often grouped together as zero emission vehicles (ZEVs) because they have zero tailpipe emissions. However, their overall lifecycle emissions differ based on production methods.

HDEVs and HDFCEVs present numerous opportunities and challenges for the transportation sector.

Electric Heavy-Duty Vehicles

Electric heavy-duty vehicles are more advanced than fuel cell electric vehicles due to extensive development in passenger EVs. HDEVs offer greater freight efficiency and sustainability but also come with considerations regarding battery capacity, charging infrastructure, range, vehicle and maintenance costs, emissions reduction, policy support, utility involvement, and market availability.

Battery

The HDEV battery is a key consideration for determining the application and effectiveness of moving goods. The North American Council for Freight Efficiency (NACFE) states that a HDEV consumes energy at 2 kWh/mile with battery weights ranging from 14–25 lbs./kWh. As the range of a HDEV grows, so does the size and weight of the required battery, leading to freight capacity trade-offs:

• 250 miles – reduction of about 4,000 lbs. of freight
• 500 miles – reduction of about 7,700 lbs. of freight
• 750 miles – reduction of about 15,400 lbs. of freight

Charging

Charging times are also a crucial consideration for heavy-duty vehicle stakeholders due to their cost and time implications. For cost-effectiveness and timeliness, HDEVs need higher-capacity, faster chargers, such as Level 2, Direct Current Fast Chargers (DCFC), and Megawatt Hour (MWh) charging. DCFCs will be preferable for vehicles with larger batteries or shorter dwell times, while Level 2 chargers are ideal for vehicles parked for several hours or overnight at a depot.

Most existing HDEV charging infrastructure available is found at private depots; however, the Biden administration’s National Zero-Emission Freight Corridor Strategy aims to address the lack of infrastructure to make long-haul routes attainable.

Range

NACFE’s Run on Less Electric Depot event showed some HDEV models can travel upwards of 200 miles on a single charge. This capability makes them ideal for medium regional haul return-to-base routes, where a truck leaves and then returns to a central depot for total travel of about 300 miles. With 22% of transportation emissions coming from routes under 250 miles per day, HDEVs can make a significant impact.

Vehicle & Maintenance Costs

The average diesel truck costs about $120,000 - $180,000, while HDEVs can range from $350,000 - $500,000. However, NACFE predicts overall maintenance costs for HDEVs will be 40 – 70% lower than diesel trucks. A study from the National Renewable Energy Laboratory (NREL) found that HDEV cost parity with a diesel truck could come as soon as 2035.

Emissions Reduction

While HDEVs may have zero tailpipe emissions, their lifecycle emissions depend on the source of electricity used for charging. For example, charging in states with grids powered by alternative fuel sources will have less lifecycle emissions than diesel. Electric power can reduce emissions by approximately 60% compared to diesel, according to the Department of Energy.

Source: US DOE AFDC

Policy Support

The Biden administration, state and local policymakers, and utility companies have implemented policies and funding to mitigate the higher upfront costs and insufficient charging infrastructure of HDEVs.

• The Inflation Reduction (IRA) includes subsidies such as the Commercial Clean Vehicle Credit, which subsidizes $40,000 per truck, and the Alternative Fuel Infrastructure Credit, which varies in value.
• The National Zero-Emission Freight Corridor Strategy aims to establish ZEV charging and fueling infrastructure based on state and regional policies, concentrations of freight movement, and port locations, among other things.
• The Environmental Protection Agency (EPA) finalized its Phase 3 Heavy-Duty Vehicle Emissions Standards, which is expected to spur manufacturers to focus even more closely on ZEV offerings.

On a state level, California is driving forward HDEV adoption through key initiatives like the Advanced Clean Trucks rule, which has now been adopted in numerous other states, and the Advanced Clean Fleets rule. To support its ZEV policies, California has implemented the HVIP program to incentivize purchases. Multiple states have also collectively come together to support the Multi-State Medium- and Heavy-Duty Zero Emission Vehicle (MHDZEVs) MOU, focused on increasing adoption of MHDEVs and investment in essential charging infrastructure.

Utilities

Utilities are actively providing charging infrastructure incentives and conducting studies to ensure the efficient deployment of HDEV charging infrastructure. Supply chain stakeholders should begin discussing their plans with their utilities to collaborate on initiatives and accommodate infrastructure development lead times.

Market Availability

Key HDEV manufacturers that signed onto California’s Clean Truck Partnership, include Cummins, Inc., Daimler Truck North America, Ford Motor Company, General Motors Company, Hino Motors Limited, Inc., Isuzu Technical Center of America, Inc., Navistar, Inc., PACCAR Inc., Stellantis N.V., Truck and Engine Manufacturers Association, and Volvo Group North America.

Heavy-duty Fuel Cell Electric Vehicles

Many market and policy drivers for electric heavy-duty vehicles also apply to fuel cell electric vehicles. However, hydrogen fuel cell vehicles are currently less developed and have a smaller market presence.

Battery and Fuel Cell

HDFCEVs offer better range, faster refueling, and increased payload compared to HDEVs because of the dual fuel cell and electric battery. The Clean Air Task Force (CATF) has found that a long-haul, Class 8 truck with a 100kg hydrogen tank can refuel approximately 15 times faster than charging a 1- or 2-MWh battery on an HDEV. The lighter fuel cells of HDFCEVs also enable them to carry more cargo. CATF’s analysis indicates that HDFCEVs only need to reduce cargo by around 500 to 1,000 pounds. Thus, HDFCEVs are favored for long-haul freight movements in the long term.

Emissions Reduction

Switching from diesel to hydrogen fuel cell electric vehicles can significantly reduce emissions, but the extent will depend on how the hydrogen and electricity are produced. Greater reductions occur if hydrogen is produced from electrolysis using renewable energy instead of steam methane reforming with natural gas. According to the International Council on Clean Transportation, HDFCEVs have 15–33% lower lifecycle emissions when using fossil fuel-based electricity and hydrogen compared to diesel trucks.

Policy Support

Hydrogen Shot

The U.S. DOE announced awards of about $7 million to seven hydrogen hub projects nationwide, including California, the Pacific Northwest, the Midwest, the Great Lakes, the Mid-Atlantic, among others. These awards, part of the Hydrogen Shot initiative, will explore different feedstocks and use cases to reduce the cost of clean hydrogen by 80% – to $1/kilogram – by 2031. The projects will explore different feedstocks and use cases, ultimately helping to lower production costs and advance HDFCEVs (among other hydrogen applications).

Market Availability

Nikola is the most well-known manufacturer in the HDFCEV space, in part because of the difficulties that have come from being a first mover. Despite the business challenges that have affected the company, other manufacturers have seen the potential of participating in the HDFCEV market, such as Honda and Toyota Kenworth. Still, compared to the growing availability of HDEVs, the supply of HDFCEVs is noticeably constrained.

CleanMile’s Role in HDEVs and HDFCEVs Adoption

Both public and private sectors are advancing the availability and viability of HDEVs and HDFCEVs. Although adoption might be slow initially, future advancements in battery weight, vehicle cost, and infrastructure and policy developments will enhance their efficiency and cost-effectiveness.

To understand the use cases for alternative energy in your transportation network, consider CleanMile.