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WORK TRUCK WEEK TO FEATURE RIDE DRIVE VEHICLES, GREEN TRUCK SUMMIT
Page 66 • March 5, 2022 • www.constructionequipmentguide.com • Trucks & Trailers Section • Construction Equipment Guide Work Truck Week 2022 to Feature Ride, Drive Vehicles, Green Truck Summit
As Work Truck Week 2022 approaches, NTEA is amping up news around electrification and advanced technologies at the event — announcing 19 vehicles available in Ride & Drive, adding a Green Truck Summit session on electric vehicle upfitting, and sharing that General Motors and Chevrolet will showcase the first-ever 2024 Silverado EV all-electric pickup truck on the Work Truck Show exhibit floor.
Work Truck Week is scheduled March 8 to 11, 2022, at Indiana Convention Center in Indianapolis, Ind. Green Truck Summit, a full-day program focused on clean energy trends for commercial vehicles, is March 8. Education sessions run March 8 to 10, and the Work Truck Show exhibit hall is open March 9 to 11.
Event attendees can experience 19 commercial vehicles with the latest advanced technologies, sustainability offerings and alternative fuel applications during the Work Truck Week Ride & Drive, March 9 and 10.
Participating companies include sponsor Allison Transmission, BrightDrop, Clean Fuels Alliance America, Eaton Cummins Automated Transmission Technologies, Electric Last Mile Solutions, Freightliner Custom Chassis, GreenPower Motor Company, International Truck, Kenworth Truck Company, Lightning eMotors, The Lion Electric Co., Peterbilt Motors Company, SEA Electric LLC, Workhorse and XL Fleet.
Featured vehicles incorporate technology that helps
reduce fuel use, greenhouse gas emissions or particulate matter and include a range of powertrains, including electric, biodiesel and plug-in hybrid. Full details about the vehicles and technology can be found at worktruckweek.com/rideanddrivevehicles. Ride & Drive is free to all registered attendees on a firstcome, first-served basis and includes opportunities to drive many of the vehicles on city streets. A new general session, Upfitting Electric Vehicles: Work Truck Industry Challenges and Opportunities, has been added to Green Truck Summit. During the session — moderated by John Davis, creator, host and executive producer of MotorWeek — representatives from Adrian Steel Company, Altec Inc. and Freightliner Trucks will discuss how electric vehicles are impacting commercial vehicle chassis, body and equipment development. Making its first appearance at a commercial truck industry trade show, the 2024 Silverado EV all-electric full size pickup truck is sure to draw a crowd to the Chevrolet Commercial Vehicles booth (#1829). General Motors designed the truck from the ground up on its Ultium Platform. Chevrolet is one of more than 20 electric vehicle manufacturers exhibiting at Work Truck Week alongside upfitters, modifiers and component/equipment suppliers. Registration is required to attend Green Truck Summit and access the Work Truck Show exhibit hall. For more information and to register, visit worktruckweek.com.
New Terra EV Electric Haul Unit Now Available With Autonomous Systems
ELECTRIC from page 61
for on and off-highway are working towards greener solutions with more urgency than ever before. Federal and state-level governments also are incentivizing green technology to help with the high cost of development. Credits for carbon tax and grants for purchase can significantly impact an operation’s decision to invest now for the future. Terra EV is currently working with a select group of partners to expand and vet the product line.
“The TS-80e is slated to go for operational trials to validate our power usage calculations. We are confident the equipment will do the job as planned, and we pride ourselves on our simulation tools that are validated against real world scenarios. We have multiple units in the field that we have proven our simulation results against, and we always take the opportunity to get accurate numbers in a real-life application under full load,” said Rennie. “Pricewise, the TS-80e is already very competitive with conventional haul trucks with similar capacities. This gap narrows even further as we develop larger units.
“We are working on the development of new TS models that can haul up to 200-ton payloads, and that is very exciting for the group. The more weight we haul with a tractor trailer configuration, the more competitive we are against today's large conventional haul units,” said Lovell.
Optimizing With Autonomous Systems
The all-electric Terra EV unit also can operate autonomously. Autonomous haul technology adds a whole new world of efficiency to all-electric haul processes. New autonomous systems now available on the market can be easily installed on the Terra EV unit and have been successfully running on Western Star conventional diesel units for more than two years.
In addition to offsetting the staffing required at the loading and unloading locations, the autonomous systems have other benefits such as being able to continuously monitor the electrical power systems and react to changing needs of the electrical systems and haul route. With this continual feedback and adjustment loop, the battery energy is maximized and allows the truck to go farther with less energy loss. Operators add a tremendous amount of variation to the operations. Using more power during the haul and sitting and waiting at the unload station is inefficient using diesel or electric methods. Autonomous systems know exactly where all the other units are and will pace the haul trip accordingly. The systems also can repeat the haul route precisely, allowing for exact placement at the charging station on each pass. Automated systems also eliminate an operator's chances to pull away too soon or wait too long at the charging station. The culmination of these technological developments simultaneously makes all-electric hauling a reality today, and the new TS-80e.
For more information visit sidedump.com, terra-ev.com and medatech.ca.
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FUNDING from page 1
“At the end of the day, this is the user fee system paying for our infrastructure,” said Alex Etchen, the AGC’s senior director of government affairs — infrastructure advancement. “Doing away with it would make the method of paying for roads and bridges even harder. There’s an insolvency gap; getting rid of it will only make the problem more challenging.”
The Gap Is Widening
Expecting to see more electric, hybrid and alternative-fuel cars on the road in the years to come, officials at the state level are working on a solution to build and repair their infrastructure. Though it doesn’t produce the same federal and state revenues, driving an electric vehicle has the same impact on roads in terms of wear and tear.
The gas tax has remained at 18 cents a gallon, and Etchen imagines the country has lost purchasing power as a result of inflation. Congress has relied on general revenue transfer to make up for that gap. But at the same time, there’s a $756 billion backlog in road and bridge repair.
The imbalance is worrisome. The infrastructure bill helps attack the backlog, but the new challenge will be making sure EV infrastructure is covered.
Closing the Gap
The ongoing losses as a result of infrastructure deterioration and inflation were enough to spur Congress to create a national surface transportation infrastructure commission.
Part of the 2005 SAFETEA-LU surface transportation bill, the commission was tasked with analyzing future highway and transit needs to make recommendations on alternative approaches to financing transportation infrastructure.
The commission highlighted direct user fees as the most viable financing option. “It also recommended a vehicle-miles traveled [VMT] fee,” said Etchen.
He said this pilot program follows the simple premise that if you use the system you pay into the system.
Many states have fees in place to cover the gap. User fees, licensing fees and registration fees are being implemented or floated, depending on the number of EVs on state roads currently.
“I think some ideas being implemented at the state and local level include an annual fee for owning an EV to ensure owners are paying something into the maintenance of roads and bridges,” said Etchen. “There are driver’s license fee proposals, annual registration fees, various other related fees. All have pros and cons. Right now, the one Congress seems to be studying hard is VMT.”
The state of Kansas, at the bottom of the list in both number of EVs on the road and the infrastructure supporting them, is eyeing the road usage model for EVs in its state. Officials are surveying residents as well as ag and commercial trucking entities where the move to EVs is expected to grow.
According to the Topeka Capitol Journal, just over 6,000 hybrid and EVs are registered in Kansas. That equates to .3 percent of all vehicles registered there.
An increase is expected in the years to come, especially now that the Biden administration’s IIJA passed this past fall.
In Kansas, EV users pay a $100 annual registration fee to offset lost gas taxes, but the Kansas Department of Transportation sees this as a temporary solution.
KDOT Secretary Julie Lorenz likes the nationally-favored VMT model with a different rate for busier roads at peak travel times. She wants EV owners to think about transportation “as a utility.”
Most states looking for solutions favor the VMT model, too. They’re estimating about a penny per mile. Oregon, Virginia and Utah have adopted some variation of this model in recent years, according to the Capitol Journal.
Residents of Utah can pay a flat registration fee and enroll in a road usage program at 1.52 cents per mile driven.
“We’re smart to be thinking about what that looks like long term and I’ll tell you every single state is having a similar kind of conversation,” said Lorenz in addressing the state’s House Energy, Telecommunications and Utilities Committee. “Some states are ahead of us. But all the DOTs are worried about what it’s going to look like in the long run.”
Georgia is considering a plan to offset revenue loss with a per-mile fee on drivers. News outlet The Center Square reports that a push is on to replace the state’s fuel tax with a per-mile highway fee to secure revenue as transportation technology evolves.
“We’re going to need to replace the fuel tax as the primary source of highway funding,” Rober Pool, transportation expert, told a legislative panel this past fall.
Currently, mileage-based user fee models require annual odometer readings, GPS trackers and other monitoring devices if a prepaid option is not included, according to The Center Square.
In Utah, drivers report their mileage electronically, using a plug-in device in their cars or a smartphone app. They’re given the option to pay 1.5 cents per mile traveled or an annual flat fee of $120 for electric vehicles or $20 for gas hybrids, according to news service Axios.
Oregon is testing funding models based on the time of day among other factors. User fees can help manage traffic congestion and address climate issues by charging different amounts based on region, road and time of day.
However, the transponder technology required inside the vehicle faces opposition. Plus, rural drivers could pay more than urban and suburban residents.
Though taxes are levied for diesel fuel, heavy trucks and tires, the gas tax is the biggest source of revenue for America’s roads and bridges. It’s lost purchasing power as a result of inflation.
Adding Fuel to the Fire
A group of congressional Democrats are floating the idea of suspending the gas tax for the year. Introduced early this month, the proposal is meeting with heavy, vocal opposition from the construction industry.
The day the proposal was introduced, ARTBA sent a letter urging the Senate “to resist this proposal.” Dave Bauer, ARTBA president, said the legislation “could open the door to unravelling the largest infrastructure package in American history.”
He pushed the Senate to “instead focus on delivering the first year of promised investments by completing the FY 2022 appropriations process.”
The proposed gas tax suspensions will likely have no impact on what drivers pay at the pump, said Stephen Sandherr, CEO of the AGC. Etchen agreed with Sandherr. “There’s no proof if this tax were suspended that the savings would be passed on to consumers by oil companies,” he said.
Instead, it will hamstring President Biden in keeping his promise to fix roads and bridges that are “in desperate need of improvement across the country,” said Sandherr.
That’s because the “irresponsible measure” would leave a hole in the Highway Trust fund, he maintained.
“Fuel prices are rising for a variety of reasons, including the fact demand is up while Democrats in Congress and the White House are pushing measures to limit domestic oil production,” he added. “Those factors have led to significant increases in the price of fuel and will not go away even if the federal fuel tax were to be temporarily waived.”
Sandherr said instead of helping motorists, the proposal will drive up the cost of shipping and commuting. Growing congestion and worsening road conditions “will delay shipments, damage vehicles and undermine economic growth since there will be fewer funds available in the long-term to repair our transportation systems.”
Ultimately, new taxes or additional deficit spending will force all taxpayers to pay for this proposal to plug the massive revenue holes it will create, he said. CEG
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