31, and is part of the ACT Expo’s return to the Long Beach Convention Center in Southern California from Aug. Stenqvist’s keynote will take place as a fireside chat on Aug. By 2030, that mandate will be 30%, up from a past goal of 15%, according to an analysis of the memo from the Union of Concerned Scientists.Organizers of the Advanced Clean Transportation (ACT) Expo announced the addition of Lars Stenqvist, chief technology officer of the Volvo Group, to its keynote speaker lineup at the 10th annual conference and expo. The previous mandate had been 3% of trucks sold in the Golden State. By 2024, the state wants 5% of Class 7 and Class 8 sold to be zero-emission vehicles (ZEVs). On April 28, the California Air Resources Board (CARB) updated its policy of the percentage of truck sales in the state. Government mandates continue even during the COVID-19 crisis, with California accelerating its policies on Class 7 and Class 8 trucks in a surprise move in late April. In the survey of 300 fleet managers, 90% said EVs were the "inevitable future of commercial fleets."Īnother factor that has not disappeared: government pressure. Samsara, a fleet management and Internet of Things (IoT) company, released survey results Tuesday showing trucking industry leaders are still in agreement on the future of electric trucks. Toyota, which owns a majority share in truck maker Hino, has a plan to reduce its vehicle emissions by 90% by 2050.
Many firms have decades of strategy laid out.
There are other signs fleets have not shelved plans to buy BEVs and FCEVs.įirst, fleets have made no major announcements about existing plans. Daimler Trucks would therefore bet it all on BEVs, even as competitors such as Hyundai and Nikola were at ACT Expo too, speaking of their investments in FCEVs, which use hydrogen as fuel to create electric power, creating water as emissions. Cost savings motivate fleets Roger Nielsen, president and CEO of Daimler Trucks North America, told attendees at the April 2019 ACT Expo in Long Beach, California, that the future of trucking was battery-electric tractors. The leader in truck makers in the United States has also made clear it will go with electric power in the future, using BEVs. Work hasn't slowed at Nikola because of the COVID-19 shutdowns, he said, noting the pandemic "has not impacted our long-term plans and progress." Thus their plans to partner with Nikola are unaffected by temporary fluctuations in the price of diesel fuel." "They have already made the decision to pivot away from fossil fuels, now and forever. in order to meet their announced strategic environmental, social and governance commitments," Russell said in an email to Transport Dive. "Our target customers are typically very large and often global enterprises, and they need our battery-electric vehicles (BEVs) and our fuel-cell electric vehicles (FCEVs).
Investment in electric trucks, with the uncertainty about their dependability and the maintenance involved, could pause if fleets have to juggle costs as the COVID-19 pandemic roils the markets in North America.īut according to Mark Russell, Nikola Motor president, electric trucks are still very attractive to fleets - in part because little has changed about the industry and related policies. With 1.3 million electric vehicles on the road in 2020, and with lawmakers pushing for more adoption, fleets have been looking at Class 7 and Class 8 vehicles carefully - kicking the tires and doing the math.īut will the coronavirus crisis - and the resulting plunge in diesel prices - cause fleets to suspend their plans? Right now, some fleets are starved for freight business. Despite the pandemic environment, states and fleets push forward on electric tractors.
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