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  • OTRI.USA
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  • OTVI.USA
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  • TLT.USA
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  • WAIT.USA
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EnergyNewsTrucking

Heavy-duty electric truck driver ditches diesel (with video)

Quiet operation and keeping up with stop-and-go traffic are big selling points

Over two decades and 2 million miles, Karl Williams has driven practically every diesel-powered truck brand on the road. Now behind the wheel of an electric-powered rig, he relishes keeping his place in stop-and-go traffic and misses neither the engine clatter nor the smell of diesel fuel.

“I never imagined I would be driving an electric truck,” the 57-year-old Williams told FreightWaves during a recent drive in a Freightliner eCascadia along California State Route 71.

Karl Williams with the Freightliner eCascadia electric truck he drives for NFI Industries. (Photo: Alan Adler/FreightWaves)

When NFI Industries, Williams’ employer, became a partner with Daimler Trucks North America’s Freightliner Electric Innovation Fleet, Williams agreed to drive battery-powered drayage routes between Chino in Southern California’s Inland Empire and the ports of Long Beach and Los Angeles.

Unless compelled, he won’t be going back to diesel trucking.

“I drove all kinds of trucks over the years,” he said. ”It’s a lot of work compared to this. These trucks drive themselves. You don’t get beat up.”

Piling up miles

Williams’ typical day consists of two runs: driving an empty drayage trailer to the port and hauling a load back to NFI’s site. As his truck recharges after the first run, he climbs into another eCascadia and repeats the roundtrip of just over 100 miles.

“They want us to put as many miles on each truck as possible,” he said. “That’s the only way they are going to find any issues.”

In about four months, NFI’s fleet of nine electric day cabs has racked up about 50,000 miles.

Taming traffic

So what is different about hauling a trailer by electric power?

“We drive in massive traffic here. As far as [this truck] goes, I barely even use the brake.”

When Williams takes his foot off the throttle, one of three levels of regenerative braking takes over based on his selection. As the truck slows, braking energy flows to the engine, extending how far it can go before recharging.

Traditional diesel engine braking forces compressed air through the exhaust valve in the engine’s cylinder, slowing a truck by retarding the motor in stop-and-go driving and on steep downgrades. The noise level is about the same as a household garbage disposal.

When it is time to accelerate, the eCascadia’s single gear provides immediate power.

That matters during all-too-frequent slowdowns on California freeways. When traffic begins moving, Williams keeps pace. In a diesel, he would be left behind, working through gears to get up to speed.

“I would have the space of two diesel trucks in front of me. By the time I get going, five cars jump in front of me,” he said. “With this truck, I can stay right with the cars rather than being dropped back every time we stop and go.”

Even with the truck restricted to 60 mph, Williams said he can shave 15 minutes off the drive from the ports to Chino in heavy traffic.

With advanced driver assistance systems (ADAS) like adaptive cruise control, which keeps his truck at a set distance from the vehicle in front of him, and automatic emergency braking, Williams also drives a safer truck.

Juice watch

But he does need to keep an eye on how much charge he has to avoid being stranded. Sometimes that means turning down a dispatcher’s request to deviate from a route.

In a Freightliner eCascadia electric truck, the fuel gauge is replaced by a battery state-of-charge readout. (Photo: Alan Adler/FreightWaves)

“You know your limitations,” Williams said. “I’ve been driving these for almost three months and I have never been stuck anywhere. I’ve actually had this at the port for eight hours, down there all day, and drove back. So I did basically an eight-hour day with one charge.”

Port side

At the ports, pickup wait times can stretch to six hours.

“When we go into the port in the summertime, it’s all metal cans [shipping containers], asphalt and concrete,” he said. “The temperature rises so much more because you’re sitting there between all those hot cans. So you’ve basically got to have a diesel motor running all the time.”

Not Williams. He approaches in near silence. Since a battery-powered truck has no engine, it has none of the associated noise.

“You sneak up on people,” Williams said. “That’s kind of scared a couple of guys in our yard. I’ll pull up to the gate and somebody has their back turned and you’ll just cruise up.”

There’s an additional benefit.

“The [lack of] noise is better for a person’s hearing,” he said. “At the end of the day, my nerves aren’t rattled.”

What about smog?

The eCascadia emits no tailpipe emissions because it doesn’t have a tailpipe. Its batteries provide 550 kilowatt hours (kWh) of usable capacity. The truck travels up to 250 miles on a single charge range which can be 80% replenished in about 90 minutes. Williams said his state of charge might drop 1% in two hours of quiet and comfortable waiting.

“I put it in neutral, I set the brake. I’ve got the air on full blast and I just sit there. I’m comfortable. I’ve got the radio.”

Polluted pathway

WIth a passenger riding along on a recent Wednesday morning, Williams discussed the ecological damage to which the trucks he previously drove contributed.

“I see trucks on the road right now that I have to drive behind that are blowing smoke constantly,” he said. “And I’ve got to breathe that all day long. If you drive along the freeway, you look at all the plants. They’re all dead. Nothing’s green anymore.”

California calls neighborhoods closest to the ports “disadvantaged communities” because of pollution from trucks idling while awaiting pickups. The South Coast Air Quality Management District says mobile sources account for more than 80% of the remaining smog-forming emissions in the region.

“You see that white smoke going everywhere on that truck?” Williams asks, gesturing to a semi a few lengths ahead. “It’s all fuel being burned. Nobody needs to breathe that.”

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Alan Adler

Alan Adler is a Detroit-based award-winning journalist who worked for The Associated Press, the Detroit Free Press and most recently as Detroit Bureau Chief for Trucks.com. He also spent two decades in domestic and international media relations and executive communications with General Motors.

66 Comments

  1. If port pickup wait times are hours long, that seems like an ideal place to have charging stations – and a new revenue stream for ports. I bet they could even set up an overhead catenary system (like trolley and rail lines) so trucks could charge while waiting in line.

  2. Unironically Awesome. I can’t wait for this to take over the whole industry and I can finally sleep easy knowing my job won’t contribute to climate change. *fossil fuel powerplants* will still be tho. So we’ll need to transition away from those too ASAP.

  3. The description of regenerative braking needs to be further explained. The energy does flow back into the motor, but the motor is reversed by the controls, making it into a generator. The motor, working as a generator, then feeds the braking energy back into the batteries. extending range and improving the truck’s efficiency. Also, in the last line, that white smoke is fuel NOT being burned. Properly combusted, diesel fuel becomes equal parts water vapor and CO2, neither of which is actually noxious. Probably an older truck, not maintained properly.

  4. 550 Kilowatt hours does not sound like much, and even though I am an “extremely local” driver, the range limitation is a HUGE restriction.
    And any pollution generated to make that recharge power would just be made elsewhere instead of at the tail pipe with either coal or petrochemical unless you can guarantee the power comes from solar or wind, and that is not a set in stone fact.
    Carbon scrubbed from the atmosphere and mixed with hydrogen from water is the only way to go as it is a liquid/portable fuel, is carbon neutral, and can be made anywhere there is air and water!

    1. Per the Union of Concerned Scientists calculation, even pure coal generated electricity will make an electric car as efficient as an efficient hybrid. Longer idling times likely means the Semi pollutes less even if it is pure coal…which it is not in California.

    2. There are other options as well. Lots of places generate hydroelectric power and in some places it’s a huge percentage. It’s about 60% of Canada’s total. About 15% of all electricity used in California comes from British Columbia. Electricity in BC is about 90% hydro now, with another 5% coming from biomass generators, and the remainder coming from wind, solar, natural gas, and oil-based fuels. Quebec is even higher, at over 95% hydro. Ontario is 40% hydro, 60% nuclear. Both of those provinces export large amounts of electricity to the eastern US.

    1. The electric drive motor can also seamlessly act as a generator and thus put 90% of the braking energy back into the battery. This will work as long as the battery is not full, so it is not advisable to fully charge the battery on top of a hill/mountain, but the motor can even be controlled to act as a Telma brake in case the battery can’t accept the energy.

  5. Great till autonomous puts.you out of a job, ps. Our infrastructure (electricy supply grid) isn’t big enough to handle all our home needs let alone the needs of thousands of cars and trucks added to the grid!

  6. “As his truck recharges after the first run, he climbs into another eCascadia and repeats the roundtrip of just over 100 miles.”
    So they need two trucks to do the job of regular trucks, even on a short run of 100 miles? Remind me why this makes business sense? Other alternative fuels (such as renewable natural gas) can run all day and have lower greenhouse emissions than electric.

    Given the climate imperative, I’d suggest we focus on technologies that give us the most bang for our buck environmentally and financially.

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