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GCC:
Groupe Renault introduces fuel-cell range extenders into its light commercial electric vehicles
https://www.greencarcongress.com/2019/10/20191023-renault.html


These are Kangoos, which have been tested by the post office with FC range-extenders since 2014, and the larger Master vans. The FC is 10kW, which boosts the Kangoo's range from 230 km/143 miles to 370 km/230 miles. The Master will go from 120 km/75 miles to 350 km/217 miles.
The Kangoo is expected to be available by the end of the year, the Master in 2020.
 
GCR:
Report: Long-haul electric semis aren't yet cost-effective
https://www.greencarreports.com/new...haul-electric-semis-aren-t-yet-cost-effective


. . . An analysis concluded that while short- and medium-haul trucks powered by alternative fuels may be closing in on the break-even point, long-haul still has a way to go, with high-efficiency diesel models still outperforming BEVs in total cost of ownership, FreightWaves reports.

While Tesla claims that its all-electric semi will perform better and cost less than diesel-powered competitors, it remains to be seen just how that bears out in reality, as S&P Global Platts Analytics projects that BEV purchase premiums will work against their ultimate cost-competitiveness, even as far out as 2030. . . .

In fact, the analysis even favors fuel-cell electrics over battery-powered trucks. The average purchase price of an FCEV is expected to fall in line with diesel more quickly than that of an EV, but the high cost of hydrogen production, transmission and dispensing remains a confounding factor.

The script flips with short- and medium-haul routes, the report says, as regional routes require only half the range capacity of long-haul, which would mean cheaper batteries and thus cheaper trucks. With lower purchase prices, long-term running costs then favor BEV over FCEV or even diesel. . . .


Can't say there's any surprises here.
 
GCC:
Cummins unveils hydrogen fuel cell truck as tech demonstrator
https://www.greencarcongress.com/2019/10/20191030-cummins.html


90 kW stack expandable in 30 or 45kW increments up to 180 kW, plus a 100kWh battery. Range is 150 to 250 miles and they're pitching it for "regional haul, urban delivery operations, port drayage and terminal container handling," which except for port drayage would seem to be uses better matched to BEVs, although high intensity container yard work might require too high a duty cycle for a BEV, i.e. not enough down time to charge.


Also GCC:
Volta Trucks partners with Prodrive to develop its electric heavy-duty truck
https://www.greencarcongress.com/2019/10/20191030-volta.html


Low cab with center-mounted driver, wrap-around windows, cameras and bus-style side doors to reduce accidents involving pedestrians/cyclists. Range 100 miles/top speed 50 miles, and this seems a better match for urban P&D than the above FCEV.


Also GCC:
GSC Logistics first to haul commercial cargo with a BYD electric semi through Altamont Pass
https://www.greencarcongress.com/2019/10/20191029-byd.html


They hauled from the Port of Oakland to Tracy, about 50 miles one-way, and return. For those who don't know it, the Altamont pass is only at an elevation of 1,009 feet but has an 8% grade, and they were able to maintain 55 mph up it and return to the Port with 40% SoC of the 409 kWh pack left after the un-recharged round trip. Of course, the weather's been warm now although winds were low (this trip was on the 22nd before the high offshore winds that have been boosting the fires hit), so we'll have to see how it does in winter with a wet road, colder temps and high winds, and after some degradation. I'd say they need at least 500kWh to provide an adequate cushion.
 
GCC:
Alstom to test its hydrogen fuel cell train in the Netherlands; first pilot project outside Germany
https://www.greencarcongress.com/2019/11/20191103-alstom.html


These are the same types of FCEV trains that have been in service for just over a year in Germany. It seems likely that FCEV trains will be the way to go to get ZEVs on rail lines where the traffic doesn't justify electrifying the lines themselves. That would probably include most of the American west, although the Chicago, Milwaukee, St. Paul and Pacific (CMSTP&P) had two sections of their line totaling 645 miles electrified from early in the last century until the middle of the '70s.
 
GCC:
LADOT orders 130 BYD electric buses
https://www.greencarcongress.com/2019/11/20191115-ladot.html



. . .The project fits with the City of Los Angeles’ “Green New Deal,” a set of sustainability goals that includes converting the entire LADOT fleet to zero-emission buses by 2030. The City of Los Angeles has set a goal of converting every city vehicle to zero-emission technology by 2050.

It is estimated the 130 buses will reduce greenhouse gas emissions by 8,225 metric tons per year and by 98,700 metric tons over the buses’ 12-year life, reducing greenhouse gas emissions by 81% compared to LADOT’s compressed natural gas buses.

The buses will be built at BYD’s Coach & Bus factory in Lancaster, California, in northern Los Angeles County. . . .

The 30-foot K7M has 22 seats, a range of up to 150 miles, and can be charged in 2.5 to 3 hours . . . With lower fuel and maintenance costs, the K7M has lower total cost of ownership than diesel or CNG.

BYD offers a 12-year warranty on its batteries, the longest in the industry. . . .


It's to be hoped that these buses will meet their contractual requirements, unlike the ones in Albuquerque that led to this:
City sues BYD over ART buses
https://www.abqjournal.com/1254901/city-sues-over-art-buses.html
 
GCC:
Ulstein introducing hydrogen fuel cell off-shore vessel; sea trials could happen in 2022
https://www.greencarcongress.com/2019/11/20191116-ulstein.html



. . . The ULSTEIN SX190 Zero Emission DP2 construction support vessel is Ulstein’s first hydrogen-powered offshore vessel, featuring a Nedstack fuel cell power system. The DP2 vessel can cater for a large variety of offshore support operations. Sea trials of a newbuild ULSTEIN SX190 Zero Emission could happen as soon as 2022. . . .

With today’s technology, the ULSTEIN SX190 design is already capable to operate 4 days in zero-emission mode. However, with the rapid developments in hydrogen storage and fuel cell technologies, a future zero-emission endurance of up to two weeks is targeted. For extended missions and capabilities, the vessel can fall back on its more conventional diesel-electric system using low sulfur marine diesel oil.

The ULSTEIN SX190 Zero Emission design is based on Ulstein’s existing SX190 vessel platform and has a total installed power of 7.5 MW, of which 2 MW is generated by a fuel cell power system, typically Nedstack Proton Exchange Membrane (PEM) fuel cells, which are located in a separate, second engine room.

Nedstack fuel cell systems have already been built and proven in the multi-megawatt power ranges and have now been marinized to meet the requirements of the marine industry, including class requirements and supply chains. . . .

The PEM fuel cells used in the SX190 Zero Emission design are fueled by hydrogen from containerized pressure vessels, a well-proven and readily available technology. These hydrogen storage containers can be loaded and unloaded by normal container handling operations and equipment, thus eliminating the need for expensive bunkering infrastructure and providing worldwide operational flexibility.

The hydrogen containers can be refilled at hydrogen production sites, either from industry by-product hydrogen or green hydrogen from electrolysis, making the vessel globally employable.
 
GRA said:
IEVS:
Morris Commercial Introduces Sentimental Electric Morris JE Van
https://insideevs.com/news/382554/electric-morris-je-van/


It's a premium all-electric van with retro styling and 200 miles (320 km) of range, capable of taking 1,000 kg of payload. . . .


Carbon-fiber body, probably around 60kWh pack.
Interesting that van is made by Morris, I see it every episode when watching the Press(British show) on PBS. It always catches my eye but I thought the front insignia was of a Citroen(2 boomerangs pointed upward) it's a food truck located in the plaza between the 2 competing newspapers.
I personally like the looks of this vehicle but too bad due to our WAY! outdated chicken tax we'll never see a vehicle like this in the good ole' USA :roll: land of the import taxes :x
 
IEVS:
Anheuser-Busch Completes First Ever Zero-Emission Beer Delivery
https://insideevs.com/news/383929/anheuser-busch-zero-emission-beer-delivery/


An all-electric BYD truck and a hydrogen fuel cell Nikola H2 truck delivered cargo for Anheuser-Busch.

Anheuser-Busch, one of the pioneers of using zero emission vehicles, this week has completed its first ever "Zero-Emission Beer Delivery" in the company’s hometown of St. Louis in partnership with BYD and Nikola.

For the Nikola H2 hydrogen fuel cell truck it was actually the very first cargo delivered fory a customer. Together with an all-electric BYD 8TT truck model, beer was delivered from the local Anheuser-Busch brewery to the Enterprise Center.

  • "This morning, a Nikola hydrogen-electric truck picked up the load of beer, including flagship beer brand Bud Light, and delivered it to Anheuser-Busch local wholesaler partner, Lohr Distributors – marking the first commercial delivery onboard a Nikola hydrogen-electric vehicle. Lohr Distributors then delivered the beer to the Enterprise Center, home of the St. Louis Blues, on a BYD electric truck – a milestone delivery for the brewer as the beer reached its destination with zero-emissions from transportation."

Anheuser-Busch so far reportedly ordered/reserved up to 800 Nikola hydrogen fuel cell trucks, 40 Tesla Semi and is deploying 21 BYD 8TT truck in a pilot project.

We believe that the actual purchase of Nikola trucks will be highly dependent on the performance, reliability and real cost evaluated in the test period. . . .


As presumably is also the case with the Tesla and BYD BEV trucks - that's what dem/val is for.
 
GCC:
Stadler and SBCTA sign contract for first hydrogen-powered train in US; FLIRT H2
https://www.greencarcongress.com/2019/11/20191127-stadler.html


Stadler and San Bernardino County Transportation Authority (SBCTA) have signed the first contract to supply a hydrogen-powered train to run in the United States. SBCTA awarded the contract with an option to order four more vehicles in the future. The FLIRT H2 train is planned for passenger service in 2024.

Stadler FLIRT (Fast Light Intercity and Regional Train) is a passenger multiple unit (MU) trainset. The baseline FLIRT is an electric MU articulated trainset that can come in units of two to twelve cars with two to six motorized axles.

The hydrogen-powered FLIRT H2 vehicle is planned to be introduced in 2024 as part of the Redlands Passenger Rail Project (Arrow), a nine-mile connector between Redlands and San Bernardino’s Metrolink station.

The ordered vehicle consists of two cars with a power pack in between. This holds the fuel cells and the hydrogen tanks. The train is expected to have seating space for 108 passengers and in addition generous standing room. The FLIRT H2 is projected to transport passengers with a maximum speed of up to 79 mph (130 km/h). . . .

Serving more than 2.1 million residents of San Bernardino County, the SBCTA is responsible for cooperative regional planning and furthering an efficient multi-modal transportation system countywide. The SBCTA administers Measure I, the half-cent transportation sales tax approved by county voters in 1989, and supports freeway construction projects, regional and local road improvements, train and bus transportation, railroad crossings, call boxes, ridesharing, congestion management efforts, and long-term planning studies.
 
GCC:
San Francisco selects BAE Systems Series-ER for 68 transit buses for Green Bus Zones
https://www.greencarcongress.com/2019/12/20191213-bae.html

Apparently diesel HEVs allowing limited-distance (<500 yds) travel on the battery. I assume BEVs are currently not capable of handling the route requirements in S.F., because the city would certainly buy them if they could.


Related, also GCC:
California, 7 states and DC commit to faster transition to zero-emission trucks and buses; next step is formal agreement
https://www.greencarcongress.com/2019/12/20191213-zevs.html


California is joining with seven other states and the District of Columbia in committing to develop an action plan to put hundreds of thousands more zero-emission trucks and buses on their roads and highways.

The partners will present a proposed memorandum of understanding to the governors of the states and the mayor of the District of Columbia for consideration in the summer of 2020.

The Statement of Intent comes as the California Air Resources Board (ARB) holds its first meeting to consider a proposed Advanced Clean Trucks regulation that would establish sales and reporting requirements for zero-emission medium- and heavy-duty vehicles. The board is expected to consider the first-of-its-kind regulation for adoption next year. . . .

States joining with California on the effort to accelerate deployment of zero-emission trucks and buses are Connecticut, Maine, Massachusetts, New Jersey, Oregon, Rhode Island and Vermont. . . .

California has invested nearly $1 billion in cap-and-trade proceeds into a variety of demonstration and pilot projects to accelerate and promote the commercialization of zero- and near-zero medium and heavy duty trucks and buses. Companies with large fleets, including Pepsico and FedEx, are partners in these initiatives, along with a broad range of other technology partners. . . .
 
GCC:
Ballard-powered fuel-cell tram-buses from Van Hool now in revenue service in France
https://www.greencarcongress.com/2019/12/20191218-ballard.html


Ballard Power Systems announcedthat 8 ExquiCity tram-buses built by Van Hool NV and powered by 8 Ballard FCveloCity-HD 100-kilowatt fuel cell modules have been inaugurated at a ceremony in Pau, France and are now in revenue service in Pau’s Bus Rapid Transit System.

The ExquiCity 18 trams are driven by a Siemens PEM2022 / 210 kW permanent magnet drive motor; a double-motor option with two Siemens PEM2016 / 160 kW motors is an option.

Ballard initially announced a Letter of Intent in September, 2017 and shipped modules to Van Hool in 2018. These first fuel-cell-powered tram-buses were subsequently delivered to Pau in 2019 and are being operated by the SMTU-PPP (Syndicat Mixte de Transports urbains – Pau Portes des Pyrénées) and the STAP (Société de Transport de l’Agglomération Paloise).

The clean energy hybrid tram-buses use fuel cells for primary power and lithium batteries for additional power when needed. Each tram-bus is more than 18 meters (60 feet) long, has capacity for 125 passengers and can operate more than 300 kilometers (185 miles) between hydrogen refuelings. . . .

The tram-bus deployment in Pau is partially funded by Europe’s FCH-JU program. GNVERT, a subsidiary of ENGIE, constructed and operates the hydrogen refueling station for the tram-buses.


Also GCC:
Proterra selected in electric bus contract by California Department of General Services
https://www.greencarcongress.com/2019/12/20191218-proterra.html


. . . California continues to be a pioneer in the adoption of zero-emission transportation and has unveiled several initiatives, grants and funding opportunities to help transit agencies, airports and universities transition to zero-emission fleets. In December 2018, the California Air Resources Board (CARB) adopted the Innovative Clean Transit (ICT) regulation with a unanimous vote in favor, requiring state public transit agencies to transition to 100% zero-emission buses by 2040.

California has made available $450 million in grants to help fund rail and bus investments made by public agencies under the California Transit and Intercity Rail Capital Program (TIRCP). Procurement of electric buses, charging systems, and associated electric bus infrastructure are eligible projects under this program, as well as leasing electric buses and/or batteries. The deadline to submit proposals for awards is 16 January 2020.

Further, Governor Gavin Newsom also recently signed Assembly Bill 784 which allows zero-emission buses purchased in California to be exempt from state sales tax until 1 January 2024.

Additionally, the California Air Resources Board (CARB) has announced that the application period is now open for Volkswagen Mitigation Trust funding under the Zero-Emission Transit, School and Shuttle Bus Project, which provides funding for new zero-emission replacement buses. A total of $130 million is available in California from the VW Mitigation Trust for zero-emission buses, with $65 million open in this first round of funding.

Applications will be selected on a first-come, first-served basis, and eligible applicants are owners of transit buses, school buses and shuttle buses. Proterra battery-electric transit buses and Proterra Powered electric school buses are eligible for funding, with up to $180,000 available per transit bus and up to $400,000 available per school bus.
 
GCC:
Mercedes-Benz initially offering electric eSprinter as a panel van
https://www.greencarcongress.com/2019/12/20191219-esprinter.html


The new Mercedes-Benz eSprinter (earlier post) is intended to cover the broadest possible range of use in urban logistics. It is initially being offered as a panel van and a permissible gross mass of 3500 kilograms. Its maximum loading volume is 10.5 m3, the same as for the Sprinter with a combustion engine.

As with the entry-level diesel engine, the electric drive in the eSprinter drives the front wheels with an output of 85 kW and a torque figure of up to 295 N·m. A flexible payload and battery concept allow adaptation to individual needs for practical use.

The range with a utilizable battery capacity of 47 kWh (installed: 55 kWh) is 168 kilometers (104.4 miles) with a maximum load of 891 kilograms. A second battery option takes into account other priorities in the use parameters: the configuration with a utilizable capacity of 35 kWh (installed: 41 kWh) allows a range of 115 kilometers (71.5 miles). In turn, the maximum load rises to 1045 kilograms.

The integrated quick-charge function also ensures flexibility; around 80% of the energy can be recharged within 30 minutes. The maximum speed can be configured to suit the task in hand: Maximum speed can be set at 80 km/h, 100 km/h or even as much as 120 km/h.

Various modes regulate the degree of recuperation of the energy generated during braking and can be optimally configured with paddle shifters on the steering wheel. The four recuperation levels of “D-”, “D”, “D+” and “D++” are selected with the steering wheel paddle shifters. In the D- gear the proactive driving is only possible with a pedal. In the D++ gear the eSprinter “glides”.

The three “E+”, “E” and “C” drive programs are selected via the drive program button in the centre console. Depending on the selection the eSprinter drives either particularly efficiently or focuses on higher comfort, in which the climate control is adjusted in favour of a higher range, for example. . . .

With its eVan Ready App and the eCost Calculator, Mercedes-Benz Vans has helpful and successfully established tools which allow employers and drivers to use recordings of all journeys over a certain time period to find out whether an electric vehicle is suitable for their area of use—and which savings could be found.

In countless customer conversations, however, Mercedes-Benz found that there were always questions about charging infrastructure—particularly in larger fleets: can all vehicles be charged simultaneously at the depot? Is the current power supply sufficient or are additional installations required? The decision to switch is also about the investment needs that the vehicle fleet will require as well as savings that can be made.

The eCharging Planner, developed in customer co-creation by Mercedes-Benz Vans together with customers, is to answer precisely these questions in three steps. The web-based tool carries out an analysis that is tailor-made for the business, dealing with the conversion from conventional to battery-powered electric vehicles.

There are three steps to an individual result:

  • The conditions relevant to energy management are collected: this includes the necessary size of vehicles and vehicle fleet, the typical operating times, the potential energy consumption as well as the circumstances at the place of business. The eCharging Planner also takes into account electric vehicles made by other manufacturers, as only the total number of battery vehicles in the vehicle fleet allows an informative analysis of the necessary charging infrastructure.

    The eCharging Planner, depending on the actual application situation, analyses the suitability and the use of peripheral services and products by Mercedes-Benz: the wallbox, Mercedes PRO services as well as intelligent charging management.

    Step three takes account of local circumstances: this includes necessary construction measures at the depot as well as the electrical parameters of grid installed power, potential load peaks or the installation of power distributors.

The eCharging Planner creates an individual result for each user. Investment and operating costs of the conversion are compared to the possible savings in order to determine the amortisation period.


Although I wouldn't be surprised if the above tools are slanted to provide the best possible results for switching, they're an excellent idea for customers curious if a BEV would make sense for them, but without the time or money to do the calcs for themselves.
 
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