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NYC Buying 7 Electric Garbage Trucks

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It’s one of those vehicle sectors that seems tailor made for a quick electric transformation. Garbage trucks run regular, predictable routes, meaning required range is straightforward and clear. The stop-start nature of garbage trucks is almost custom-made for EVs — no burning fuel as garbage trucks sit in front of one house after another lifting up garbage cans. Some of the electricity is recovered via regen braking in the middle of the short trips from neighbor to neighbor. The noise and pollution of the trucks don’t wake people up 30 minutes before their alarms. There isn’t the problem of drag quickly draining the battery on the highway because, for the most part, garbage trucks don’t hit the highway (even if many highways are littered with trash due to the “polite and respectful” nature of many humans).

NYC Dips Toes In The Electric Revolution

Unfortunately, you don’t see many orders for electric garbage trucks yet, and certainly not big orders. The good news this month is that the New York City Department of Sanitation (DSNY) is going to order 7 electric garbage trucks from Mack Trucks, a subsidiary of Volvo Group. In particular, they are the LR Electric model.

electric garbage truck Mack Trucks DSNY NYC

Photo courtesy of Mack Trucks

Which lucky boroughs of NYC will benefit from these quiet, zero-emission, electric refuse trucks? All of them. The trucks will be collecting refuse in the Bronx, Brooklyn North, Brooklyn South, Manhattan, Queens East, Queens West, and Staten Island. Of course, more than 7 refuse trucks cover the streets of New York every day, so I hope the city will buy 70 more before too long, or 700 more, or 6,000 (which is its total fleet size), but at least it’s getting its foot in the door.

“We look forward to our continued partnership with Mack Trucks in striving toward our environmental efforts to benefit the citizens of New York City,” said DSNY Commissioner Edward Grayson. “The Mack LR Electric demonstrator is performing well, and we look forward to when we have one in each of our city’s zones.”

“DSNY took delivery of its first fully electric refuse vehicle, a Mack LR Electric demonstration model, in September 2020, when it began rigorous real-world testing in Brooklyn,” Volvo group tells us. “Since then, DSNY has been evaluating payload capacity, regenerative braking, overall vehicle performance in their demanding operations, operating range and charging requirements.”

The Mack LR Electric

electric garbage truck Mack Trucks on street

Photo courtesy of Mack Trucks

“The DSNY order for an additional seven Mack LR Electric trucks speaks to the fact that the performance of the current LR Electric demonstrator model collecting in Brooklyn is meeting and even exceeding their expectations,” said Jonathan Randall, Mack Trucks senior vice president of sales and commercial operations. “Mack has long been the number one choice of refuse customers, and we are now well-positioned to be the industry leader in e-mobility as well. The Mack LR Electric is equipped with Mack’s integrated electric powertrain and will help New York City and DSNY achieve its zero-emissions goals.”

Here are some specs on the Mack LR Electric:

  • Twin 167-kW electric motors.
  • 448 continuous horsepower.
  • 4,051 lb.-ft. of torque.
  • 46,000-pound rear axles.
  • 150-kW charging capacity.

The truck uses NMC (nickel-manganese-cobalt-oxide) lithium-ion batteries.

electric garbage truck Mack Trucks

Photo courtesy of Mack Trucks

Electric Garbage Truck News Of Yesteryear

While we haven’t had a ton of electric garbage truck stories to celebrate over the years, there have been a few. BYD and Beijing Environmental Sanitation Engineering Group launched an electric garbage truck in China back in 2016 and BYD sold one to Palo Alto and GreenWaste in 2017. Motiv Power sold a couple of electric garbage trucks of its own to Los Angeles in 2017, after launching its first electric garbage truck way back in 2013. Lion Electric and Boivin Evolution started selling electric garbage trucks in 2020.

Jumping to 2021, BYD sold two electric refuse trucks to J&M Sanitation in Idaho earlier this year. BYD said at the time that these were just the 9th and 10th electric garbage trucks in the USA. (It’s not clear if that meant overall, or just meant the 9th and 10th electric refuse trucks from BYD, but I presume it means the latter.)

Needless to say, we’ve got a long ways to go to make the garbage truck market 100% zero emissions, but there are a few key players that have been popping up — Motiv Power and BYD more frequently in years past, and Lion Electric and Mack Trucks more recently.

Image courtesy of Mack Trucks


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Source: https://cleantechnica.com/2021/07/16/nyc-buying-7-electric-garbage-trucks/

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Jobs In Renewable Energy Fared Better Than Other Sectors In 2020

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Employment in renewable energy and battery-related sectors was far more resilient to the shock of the novel coronavirus pandemic, according to an annual DOE report released Monday.

Overall, one in 10 U.S. energy workers lost their jobs in 2020, with oil and gas workers hit hardest despite billions in bailouts and substantial payouts to executives.

Wind energy employment grew by nearly 2%. Jobs in the electric and hybrid-electric vehicle sectors grew by 8% and 6% respectively, and battery storage jobs also increased.

“While we do have work to do to make our energy sector more robust, we also have a lot of work to do in making our energy sector look like America and to make sure that these new clean energy jobs are paying family-sustaining wages, with good benefits and union membership,” DOE Secretary Jennifer Granholm said during a virtual report release.

Sources: ReutersThe Hill

This is a quick news brief from Nexus Media.


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Source: https://cleantechnica.com/2021/07/21/jobs-in-renewable-energy-fared-better-than-other-sectors-in-2020/

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Cleantech

Jobs In Renewable Energy Fared Better Than Other Sectors In 2020

Published

on

Employment in renewable energy and battery-related sectors was far more resilient to the shock of the novel coronavirus pandemic, according to an annual DOE report released Monday.

Overall, one in 10 U.S. energy workers lost their jobs in 2020, with oil and gas workers hit hardest despite billions in bailouts and substantial payouts to executives.

Wind energy employment grew by nearly 2%. Jobs in the electric and hybrid-electric vehicle sectors grew by 8% and 6% respectively, and battery storage jobs also increased.

“While we do have work to do to make our energy sector more robust, we also have a lot of work to do in making our energy sector look like America and to make sure that these new clean energy jobs are paying family-sustaining wages, with good benefits and union membership,” DOE Secretary Jennifer Granholm said during a virtual report release.

Sources: ReutersThe Hill

This is a quick news brief from Nexus Media.


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Source: https://cleantechnica.com/2021/07/21/jobs-in-renewable-energy-fared-better-than-other-sectors-in-2020/

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EU’s Proposed Green Deal Is A Big Victory For Fossil Fuel Companies

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On the 14th of July 2021, the EU Commission published its proposal for dealing with the climate crises and biodiversity crises, using money made available to counter the economic effects of the coronavirus pandemic.

The mix of climate crises, biodiversity crises, and economic recovery makes this packet something where many people find bits to be happy about and many people find bits not to be happy about.

  • The economic recovery is high priority, very short term.
  • The climate crises is ultimate priority, very short term.
  • The biodiversity is medium priority, medium to long term.

With that last classification, many people will get very angry. But it is a task that will take our attention for the coming centuries. Getting one or two years delayed in formulating policies, writing laws, and reaching consensus is not the biggest problem. The realization that we should start doing it, that we should keep doing it for as long as we are the custodians of life on Earth, that is the hardest part. It is something that can not be, even a tiny little bit for your special case, sacrificed for convenience or financial gain.

The second classification about climate change is even harder to understand for most people. Species are disappearing today, to be never seen again. The climate is something that will last centuries from now. How can it have a higher priority?

Catastrophic climate change is already happening today. It is killing people in heatwaves and floods today — literally, today. If we do not succeed to halt the growth of the greenhouse gas layer in this decade for the most part, mopping up the rest of the pollution sources in the next decade, biodiversity does not matter anymore. We will likely go to an Earth with a completely different biotope, one where there is no place for mammals.

Without mammals in the mix, there will be room for many thousands, if not millions, of new species on earth. Biodiversity will be saved, but not as we envision it today.

Economic recovery is always a very short-term action. For the economic problems caused by the coronavirus measures, immediate relief is needed. Companies should not go broke and people should not get unemployed because of what is essentially a natural disaster.

That the money for the economic recovery is used to accelerate the necessary transition to a clean/green economy is logical. Why spend money to rebuild what we were planning to demolish. I mean, the fossil fuel–based economy has to go. No reason to waste money in preserving it.

Logical, but not what many stakeholders of the fossil industry would like to see. They have dreams of transitioning the economy to greener fossil fuels. The previous attempt to switch to clean diesel failed, but that is not a reason to give up and go find a new career. There is still the fuel of the future, hydrogen. It is preferably made from natural gas (preferably for them, not for us), and in the long run with electricity from nuclear reactors, through a future electrolysis process.

Convincing policymakers that hydrogen (green in the future) is essential for road transport will delay the growth of battery electric vehicles — those pesky toys that do so much harm to the automotive industry and can drive on electricity from the solar cells on one’s roof.

These goals in the EU Green Deal proposal — not nearly large enough (“fossil fuel friendly,” you might say) — are:

  • A 600kW station every 60 kilometers along European highways for light vehicles by 2030 (2*150kW by 2025 and 4*150kW by 2030).
  • A 3500kW station every 60 kilometers along European highways for medium-duty and heavy-duty vehicles in 2030 (perhaps 5*700kW?).
  • A hydrogen station every 150 kilometers for ???????.

Currently, the fastest charging is at 175 kW or 250 kW for 350V–400V batteries. Double that for 800V batteries. A two-plug 150kW each station every 60 kilometers is probably sufficient in Northern Sweden and Lapland. Between 2025 and 2030, the number of BEVs on the roads will multiply by four (increase by 300%) at least. I expect Tesla alone to offer more stations with more plugs long before 2030.

Trucks have charging at their home depot, or are long-haul trucks charging on the road? (Okay, this is a bit simplified.) The Tesla Semi uses about 1.25 kWh/km. The charge time of the truck can be booked as the mandatory rest time of the driver. The 1 MW or 1.2 MW chargers that are now discussed are a reflection of this reality.

Truckers like to combine their rest time with their lunch or dinner break. This creates high demand for many plugs around these times with low demand during normal trucking times. Logistics is a commercial business. It will create the needed charging infrastructure via demand and supply. Selling electricity and a warm meal is the name of the game.

Local governments need to be prepared to facilitate the permitting process and plan the grid connections. Each station (both for light-duty vehicles and medium-/heavy-duty vehicles) should be planned for a 2MW–8MW connection or more. Building the transport line between the charging station and the existing grid is very expensive.

For the chargers, the most important metric is missing. That is the number of plugs needed at each station. For this, an analysis of the traffic volumes on the European roads is needed. It would show that many roads will need a charging station every 30 kilometers with 8 to 20 plugs.

In Europe, many have free travel in their company cars. Company cars are new, and after 2025, likely all electric. While the complete European car fleet will likely take 20+ years to replace, the fleet traveling on highways will be replaced in about 6 years. Due to less range, a BEV will charge more often than a fossil fuel vehicle makes a tank stop, at least twice as often. It will also keep a charging space longer occupied than a gas pump will be occupied — for ease of computation, double the time.

By 2030, at least half the fleet on the highways will be BEV. That means that half the gas pumps have to be replaced by four times that number of charging plugs. We have an awful lot more than four gas pumps every 60 kilometers of highway. The European Automobile Industry (ACEA) has even explained that the progress in selling BEVs is limited by the buildout of the infrastructure on the ground. When the EU comes with an ambitious plan for the car market, an even more ambitious infrastructure plan should accompany it to make it reality.

The fossil fuel industry will be very grateful for this ridiculous lowball number for highway charging stations. There will never be enough plugs for the yearly mass migrations to the sun and the snow. But that is only about 6 weekends each year. It is like the airlines never having enough seats for Thanksgiving weekend in the USA. Sizing to the exception is impossible, but we can aim to have enough in the rest of the year.

There is NO metric for the hydrogen station. Probably the lobbyists know that there won’t be customers. It is only about getting subsidies for the uneconomical stations and slowing the transition to fully electric ones. It is just a distraction. The well-to-wheel energy need is too clear a case to expect any hydrogen ever playing a role in road transport.

There are a number of lofty goals for hydrogen production. It should get at volume soon, and 50% of the green hydrogen should be renewable by 2030. Makes one think — what is non-renewable green hydrogen? I can only think of hydrogen fused into helium as not renewable. That would liberate a lot of energy, by the way.

Photo by Cynthia Shahan, CleanTechnica

Another way of temporizing what the market is doing is setting goals for public chargers that are too low. These are mostly Level 2 chargers for people without home charging.

  • 2025 – 1 million
  • 2030 – 3.5 million
  • 2040 – 11.4 million
  • 2050 – 16.3 million

Either those civil servants in Brussel are math-illiterate, or they think we are. The total for the EU in 2025 is just twice what the home country of the main writers of the deal plan to build by that year. The 2030 number is about three times the number in their home country. These math-illiterate people are Commissioner Timmermans and his chief-of-staff Samson, both Dutch.

Before he became chief-of-staff, Samson was one of the authors of the Dutch Klimaatakkoord, where the numbers of Dutch planned chargers can be found.

The EU is over 25 times the population of the Netherlands, and many more times the size. The Dutch numbers are from before the more ambitious goals and the rise in BEV sales in the last two years. In another article, I discussed why they are too low. With over a million chargers for the Netherlands alone in 2030, there is only a goal of 2.5 million chargers for the rest of the EU.  … Somebody is math challenged, and it ain’t me. In my very humble and biased opinion, that number needs an extra zero. And then some.

While greenwashing their actions, the EU commission is applying the brakes at full force. The fossil fuel lobby was successful.


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Source: https://cleantechnica.com/2021/07/21/eus-proposed-green-deal-is-a-big-victory-for-fossil-fuel-companies/

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What Will Happen To Old ICE Vehicles In The Electric Era?

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David Waterworth

“Disabled & Elderly Parking Only.” That’s what the sign said, so he parked his ICE Corolla there. We saw the vehicle as we exited the restaurant and walked towards where we had parked our Tesla. When I pointed it out to my friend, he said, “In 20 years they’ll be using that car for a chook pen.”

Image by David Waterworth

I thought that was a little unfair, as one of my neighbours has an older Corolla (and 2 others the same model in the backyard for spares). They are certainly a great little car and have been a phenomenal success for Toyota. But so was the Morris Minor for British Motors Corporation and the Torana for General Motors Holden and the Cortina for Ford. 

Image by David Waterworth

The conversation continued around car clubs and the future of ICE vehicles for enthusiasts and hobbyists. Would they become quaint curiosities to be gawked at in special auto shows? Perhaps they would feature in car museums. While everyone else is driving normal cars (those that have electric motors, that don’t make a lot of noise or produce noxious smells), these could be taken out on weekends to drive in convoys for the nostalgic.

Or will it be smash-up derbies as was done to the old British cars of the ’60s – the Austins, Morrises, and Wolseleys were driven round the track and smashed into each other for fun and entertainment. 

When the age of horse power came to an end, many animals were kept as pets or out of kindness and duty. Unfortunately, most were slaughtered and eaten (yes, eaten). As the age of ICE vehicles comes to an end, we may have to give thought about what to do with the faithful Corollas that we will have to let go. There is a limit to how many we can keep as pets. And we can’t eat them. 

David Waterworth is a retired teacher who divides his time between looking after his grandchildren and trying to make sure they have a planet to live on. He owns 50 shares of Tesla.


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Source: https://cleantechnica.com/2021/07/21/what-will-happen-to-old-ice-vehicles-in-the-electric-era/

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