![]() Such programs have been key to working toward speed to market, with the Inflation Reduction Act, just passed in August 2022, already bringing a further lift. But as regulating authorities are required to provide their regions with necessary power, states are creating market mechanisms and incentives to support the transition to electrification of both cars and trucks. Heavy-duty EV trucks won’t be predominant on collection routes in the immediate future. “The trend I see is that operators are going down in class from 8 to 7, 6, or 5, as you can electrify lower-class vehicles faster,” Mikalonis says. “So, the question is, What trucks can you electrify to get close to a one-for-one replacement to diesel? Battle’s data suggest that these severe applications will not be able to replace diesel by one for one because, while the trucks are powerful, the batteries have limitations in more demanding uses. It is not clear yet if the most severe applications can be electrified and meet hours of service requirements. The batteries should have a 10-year life span if trash trucks run roughly eight hours a day, though this is yet to be definitively determined, as they have not been in operation long enough to confirm. This is an operational necessity,” Benini says. “So, we designed the equipment to be ruggedized and set up for intensive commercial use and, ultimately, reliability. Or an electric school bus does not get kids to school. “We understand that if our equipment doesn’t work, garbage does not get picked up. So, the company builds them from the ground up for their intended application. Consumer retail-facing chargers aren’t sufficient, even falling short if they are upsized for big fleets, according to Benini. They may need to deliver as much energy as it would take to power 10 homes.Įnsuring the EV chargers are suited for industrial applications is a whole other consideration. ![]() And that cables are also sufficiently sized. So preliminary work entails making sure pipes from the utility are large enough to support their needs. These large vehicles are infrastructure-heavy assets. Customers just need to order the truck and infrastructure package,” says Vincent Benini, chief commercial officer, PositivEnergy. “Charging solutions are available at point of sale. “The idea is to make it as hands-off a process as possible for Battle Motors’ customers, while removing risks that can come with these types of installations. The truck manufacturer’s partner, PositivEnergy, provides EV charging and charging infrastructure at customer’ sites and works with utilities to ensure a grid connection and power availability on the receiving end. ![]() The single-axel trucks with a 240-kw battery should run for the same length of time. The big trucks with a gross vehicle weight (GVW) up to 72,000 come with a 396-kw battery pack, while the smaller models with a GVW of 26,000 or 33,000 come with a 240-kw battery pack.īattle believes a roughly 72,000-GVW truck with the larger battery can run up to 8 to 10 hours a day on a normal collection route. Refuse body integration can be more complex with the larger vehicles,” Mikalonis says. The larger ones are still with the body outfitters. ![]() We have single axels already out there on the market. “Initial response from our customers is positive. The company touts the EVs as being as reliable as the CNG- and diesel-powered trucks, but with lower maintenance costs, reduced noise, and zero-carbon emissions. Battle currently has trucks on order with what Mikalonis describes as some of the largest municipal and private refuse fleets in the country, with plans to expand through North America. So far, the N ew Philadelphia, OH-based company has sold about 50 of them in the waste management sector. But our design starts with a focus on refuse trucks since that’s our heritage,” says Stan Mikalonis, chief revenue officer, Battle Motors. “We actually build electric vehicles for other vocational sectors, too, including the utility and construction segments. Now the company is building electric trash trucks – rear and automated side loaders that are available in standard and crew cab configurations. Battle Motors (formerly Crane Carrier) has been building trash trucks since the 1940’s, evolving its portfolio over time to include various diesel and compressed natural gas (CNG) vehicles, then expanding offerings to smart technology that enables two-way communication, routing functions, and reporting, among capabilities. ![]()
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