Electric School Bus U.S. Market Study and Buyer’s Guide: A Resource for School Bus Operators Pursuing Fleet Electrification
This publication is intended to serve as a resource primarily for school districts and transportation directors exploring school bus electrification and provide them with a better understanding of the state of the electric school bus market and available offerings. It aims to present the growing interest and investment in the sector along with key aspects of the current technology. A scan of the market explores the growing demand for these buses and how manufacturers are positioning themselves to meet that demand. The catalog presents electric school bus models available today with detailed vehicle specifications allowing readers to compare various models and weigh important considerations.
Highlights
School districts across the United States have started the transition to electric school buses (ESBs). As of March 2022, 415 districts (or private fleet operators) had committed to the use of 12,275 ESBs across 38 states and a range of operating conditions. States and municipalities are setting electrification goals while manufacturers scale production.
Compared to the typical school bus that runs on diesel fuel, ESBs have the potential to lower operation and maintenance costs for fleets and have zero tailpipe emissions. Their large batteries can store and deliver energy using “vehicle-to-everything” technology, to power buildings and other devices, which can support greater resiliency including through the integration of renewable energy. ESBs also have the potential to generate revenue by discharging energy from their batteries back onto the grid, lowering utility costs and emissions. Though this is a nascent market, technological advancements are due to make this widely available in the near future.
Currently, 22 ESB models are available from 12 manufacturers for Type A, C and D buses: 14 newly manufactured vehicle models and eight repowered vehicle models. There is the largest selection of Type A models. Type C models are the most commercially ready.
Each generation of buses is more advanced than the previous: many manufacturers are on their second or third iteration, some even further along. The newest models possess a battery range to serve more than 99% of routes in the U.S. (School Transportation News 2021a).
Context
Momentum around electric school buses (ESBs) is growing in the United States as school districts across the country transition to this cleaner and healthier technology, bolstered by an upcoming infusion of new funding from the federal government. The ESB transition will require a coordinated effort among numerous entities, including school district leadership and staff; school bus manufacturers and contractors; utilities; policy makers; regulators; local advocacy organizations; and community members.
This publication is intended to serve as a resource primarily for school districts, transportation directors, and other school bus operators exploring school bus electrification to provide a better understanding of the state of the ESB market and available offerings. It aims to present the growing interest and investment in this sector along with key aspects of the current technology. In the “Status of the Electric School Bus Market” section, we explore the growing demand for these buses and how manufacturers are positioning themselves to meet that demand through a scan of the market. Next, in “Bus Basics,” we explain key components of an ESB and discuss the charging and related infrastructure that is needed to support these buses. The core element of the publication presents a catalog of the 22 ESB models available as of early 2022 with detailed vehicle specifications allowing readers to compare various models and weigh important considerations. We conclude by summarizing the status of school bus electrification to date.
Approach and Methodology
The content of this publication has been gathered from a variety of sources, compiling information on models available in the U.S. from publicly available vehicle specifications sheets confirmed through discussions with bus manufacturers when possible.
We explore school district experiences with ESBs representing a variety of use cases in the U.S. – rural, suburban and urban; warm and cold weather, including extreme temperatures; and early adopters further along in their process as well as those in earlier stages of procurement. We compiled recent research and reporting on school district commitments and experiences and supplemented public information with conversations with school districts and other partners. We plan to update this publication annually as new vehicles come to market and existing models are altered.
This resource is one of many from WRI’s Electric School Bus Initiative and is intended to be updated to expand upon topics like funding and financing, alternative service models and utility engagement.
Download the full report at World Resources Institute published on June 10, 2022.
- Published in Articles, E-Range, News, SEA-Drive, Technology
SEA Electric partners for roadside assistance
AUSTRALIA’S sole volume electric truck maker, SEA Electric, has partnered with NTI Truck Assist to give national support to its growing list of SEA owners and operators.
It gives owners 24/7 coverage and support through metro and regional areas and reinforces the expansion of SEA truck sales and the growing acceptance of EVs used for commercial delivery and haulage.
SEA Electric president for Asia Pacific, Bill Gillespie, told GoAutoNews Premium that his company has “normalised the process for companies to convert to all-electric fleets”.
“Our ties with NTI provides SEA Electric customers with the confidence that a specialist truck call centre is supporting their investment around the clock,” he said.
The assistance program is national and is for the life of the SEA Electric vehicle’s warranty period of three years or 150,000km.
“Primarily, it’s about building a better customer outcome,” Mr Gillespie said.
“Having a call centre of NTI’s calibre means our customers are talking 24/7 to experienced people who can solve any problems with the vehicle.
“NTI CEO Tony Clark said his company really wanted to be part of this program and get onboard with the zero-emission transport world.”
Mr Gillespie said NTI has recovery vehicles throughout Australia.
“They can do a systems check – with high voltage tests – or basic systems check on the vehicle,” he said.
“If they can’t get the truck operating again then it would be on the tilt tray straight back to the dealer.
“Primarily they’re operating within the range of a dealership.”
He said there aren’t trucks operating between regional centres at the moment but the NTI partnership ensures support for trucks in rural areas.
Mr Gillespie said SEA Electric – which uses Hino trucks as the basis for its all-EV, self-branded models – had orders for about 200 trucks that were now being built.
Trucks operating are in local government authorities, private operators and large corporate fleets, with trials being undertaken by corporations including Woolworths in Sydney and Melbourne, and Ikea.
“We have trucks in Queensland, New South Wales and Victoria and more recently, some sales in Tasmania,” he said.
“We have dealers in every part of Australia – two each in Sydney and Melbourne, throughout Tasmania, one in Brisbane, Adelaide and Perth, plus one on the Gold Coast and Sunshine Coast – and regional centres such as Wodonga and Cairns. So we have coverage.
“We are targeting major metropolitan areas but we also have strong interest from local governments in suburbs and in regions. There is no shortage of demand and interest in EVs for commercial applications.”
He said local governments had been enthusiastic about the electric truck.
“A lot of councils have a desire to lower their carbon footprint,” he said.
“Australia has 537 councils and we have already sold to about 10 councils. There’s a really big opportunity in Australia for electric trucks in delivery routes.
“As an example, we also have two small home delivery, refrigerated trucks on trial in Sydney and Melbourne,” he said.
“It is a world-first to run full electric, refrigerated trucks. We are also in discussions with other companies, including Coles and Toll.”
Mr Gillespie said that there are no government incentives, at the moment, for individuals and corporations to move to electric trucks.
“We’ve been lobbying state and federal governments – the state governments in Queensland and Victoria particularly – and have had discussions about the possibility of offering tax incentives for companies to choose zero-emission vehicles,” he said.
“There’s a range of things that governments can do but up to this point there’s been no money on the table for companies wishing to choose a zero-emission alternative. So we’re still working with the government.”
Mr Gillespie said SA Electric has 15 dealers in Australia who are sales, service and parts outlets, and then other Hino dealers will in time become parts and service back-up dealers.
“There are nearly 50 dealers around Australia that will be able to handle backup and support for the trucks and we’re probably six months away from having that in place,” he said.
“We’re also looking at up to five service people in each state. The truck is serviced by the dealer and the warranty handled by the dealer. If the warranty work is related to the truck, it goes to Hino. If it’s electrical, we take care of that.”
Mr Gillespie said SEA Electric was now working with the network in high-voltage training.
Asked about SEA Electric’s future plans, Mr Gillespie said the company had no plans to move to hydrogen fuel-cell units as a propulsion system for long-distance trucks.
“I don’t think that battery electric is going to be the way to go for long distance work at this point,” he said.
“I know that there are long-range electric highways being built – for example, in Queensland – and that in time, with fast charging and enough energy in these areas, EVs can have the ability for long distances.
“But Australia sells about 22,000 light and medium-duty trucks each year. That means what we are selling at the moment doesn’t even scratch the surface. Even if we make 1000 electric trucks in Australia, where we’re a mile away from having to worry about the long-distance truck segment.
“So we’re very aware of the huge opportunities available to us in the urban, metro and regional markets. We have enough activity thre without thinking about long-distance trucks.”
Continue reading the full article at Go Auto Premium by Neil Dowling published on June 12, 2022.
- Published in Articles, E-Range, Media Release, Networking, News, SEA-Drive, Technology
SEA Electric showcases Class 6 chassis at ACT Expo – European product offering coming soon
USA – Sea Electric Holdings Pty Ltd, based in Los Angeles, California, showcased a Class 6 EV stripped chassis at the ACT Expo in Long Beach. Named the SV6, the firm states that the chassis is suitable for all urban applications up to a GVWR of 22,000lbs (9,980kg).
Featuring the company’s proprietary SEA-Drive 120b system, the chassis outputs 335bhp and 2,580lb-ft of torque. Fitted with a 138kWh battery pack, an unladen vehicle can expect a range of 170 miles (270km).
The firm states that due to the medium-voltage architecture of the SEA-Drive system, there is no requirement for active thermal management of the batteries. As a result, the firm claims that its solution is the lightest, most cost-affective, and most efficient system available in the last-mile delivery segment. Durability testing for the chassis is set to commence in Q3 2022, with series production expected to begin in Q1 2023. Conditional orders are currently being taken.
Speaking to Truck & Bus Builder, Tony Fairweather, CEO and Founder of SEA Electric said:
The chassis is a product that can be scaled up and down, but it is primarily intended for the North American step van market. We also intend to homologate it to R100/03 standards so that it is compliant with European regulations. As much as this product is already suitable for Europe, we are looking at a 7.5 tonne variant (Class 4), and some of our customers are already aware that we have intentions to produce an SV5 and SV4 chassis.
Expanding on the company’s plans for Europe, Fairweather added:
Europe is on the horizon, we have already set up wholly owned subsidiaries in the UK, and in Vienna, Austria, with our first employees on the ground and our first product under development. We also have had a product operating in South Africa with Isuzu since before Covid and that has been progressing really well. Also, we have launched our
first Toyota-based product in Indonesia.
Tony Fairweather, CEO of SEA Electric, speaking at the ACT Expo
Responding to the launch of competing products in this segment, such as the chassis unveiled by Blue Bird Corp at ACT Expo, Fairweather said:
The main point of difference between our product and its competition is that we have a proven platform that has operated with UPS for three years and has been validated by them. Tested in some of the harshest environments in the US, our products ran through cold winters in Michigan and through summer trials in Arizona. As a result, we’re able to operate in -20°C (-4°F) to 60° C (140°F). Anyone else showing a chassis on the ground right now has not been through the rigorous testing that we have put our products through.
SEA Electric was initially founded in Australia in 2012, before moving its headquarters to Los Angeles to focus on offering its products to the much larger North American market. Commenting on this shift in strategy, Fairweather said:
Developing and establishing technology in Australia, with zero incentives back then, meant that we had to think outside of the box in terms of creativity. Customers in this space want three outcomes: the lowest cost solution, the lightest weight solution, and the most miles per kilowatt hour. Not having incentives in Australia at the time meant we had to take that into consideration during development. A few other companies that were early to this space, based in California, took advantage of schemes like HVIP and it has not done them any favours in terms of what they have created. They’re developing higher voltage, heavier, and costlier solutions which has impacted heavily in those three categories. Now, Australia has more incentives and we’re expanding there as well as in New Zealand. What I wanted to do before relocating to the US was ensuring we had an excellent, proven product with high-mileage testing completed. As an outsider coming to the US, if you arrive here saying you’re the bee’s knees without any proof of it, they’ll squash you pretty quickly – we’ve come here with a million miles of testing, we were active in four countries before coming here.
On funding, Fairweather said:
California and the East Coast in the US are doing a great job in terms of funding. However, governments cannot incentivise too much to support the electrification of diesel vehicles in this space. The middle of America really needs to catch up and there needs to be more consistency and standardisation across individual states and countries.
Continue reading the full article at Truck and Bus Builder by Will Hall published on June 7, 2022.
- Published in Articles, E-Range, Media Release, Networking, News, SEA-Drive, Technology
The SEA is rising
SEA Electric showcased its latest developments on a Class 6 SV6 EV stripped chassis at the Advanced Clean Transportation (ACT) Expo, to be held at Long Beach, California, from May 9-12, 2022, the largest clean fleet event of its type.
Founded in Australian in 2012, SEA Electric created electric power-system technology—aka SEA-Drive—as a vehicle solution provider for the world’s urban delivery and distribution fleets, as well as front powered school bus applications.
It states that its SEA-Drive power-system, leads the industry in terms of range, driving performance, weight and environmental credentials, with zero local emissions of carbon dioxide, methane or nitrous oxide.
With its medium-voltage architecture and no requirement for active thermal management of batteries, SEA Electric said its solution is the lightest, most cost-effective and most efficient system available in the battery-electric last-mile delivery segment.
“Major fleets across the country that utilize a step van platform understand that zero-emissions power-systems are now proven and the way forward,” stated Tony Fairweather, founder and Chief Executive Officer of SEA Electric.
He said: “With the SEA SV6 EV, we bring to the market a complete package that offers all of the functionality required from these vehicles, complete with a proven, reliable all-electric architecture that leads the industry.”
Fairweather offered that one of the more exciting things about the world shifting to electric vehicles, is the V2G (Vehicle-to-Grid) capabilities of the system, which he explained would form the basis of the future energy ecosystem.
“With only 100,000 SV6 EVs on the road, it would represent the equivalent of the entire battery storage capacity that is currently available across the US,” he continued. “The switch to zero emissions deliveries has environmental advantages, but importantly, provides mobile battery storage and paves the way to improved power grid security.”
Powered by the SEA-Drive 120b power-system, the SV6 EV covers applications with a GVWR (gross vehicle weight rating) up to 22,000lbs (Class 6), with its 335hp and 2,580lb-ft performance ratings ideal for any urban driving situation.
It utilizes a 138kWh battery pack for the platform, delivering a class-leading unladen range of up to 170 miles, while also capable of being configured for fast charging at up to 80kW.
The SV6 EV platform is packed with specialist innovations unique to the segment.
From all-encompassing telematics, including a smartphone app, back-end portal and integrated digital instrument cluster from Valid, to EV-specific tires with a low rolling resistance, and an angular sensor on the electric power steering system, which actively conserves power, the advancements are numerous.
The package will have the standard inclusions and optional extras comparable with any similar vehicle currently available, including driver comfort and safety items, which can be incorporated into popular body types, with various width and wheelbase options available. Examples include: Advanced Driver-Assistance Systems include; Automatic Emergency Braking, Distance Alert/Distance Indication, Post-Collision Braking, Adaptive Cruise Control, Lane Departure Warning, Driver Alert System and Auto-High Beam Control
For delivery drivers, the SV6 EV provides a comfortable work environment, with health and safety considerations including no noise, fumes, heat, or vibrations, while fleets can rest assured with class-leading warranty, and with extended warranties also available.
Durability testing for the package is set to commence in Q3 2022, with volume assembly to begin in Q1 2023, with conditional orders currently being taken.
Further announcements regarding Class 3 to 5 SEA SV stripped chassis models will be made in due course.
Although founded in Australia, SEA Electric maintains its headquarters in Torrance, California, with its global engineering center in Grimes, Iowa. Its electric commercial vehicles can be found in the US, Australia, New Zealand, Thailand, Indonesia, and South Africa with over 1-million miles of independently OEM (original equipment manufacturer)-tested and in-service international operation.
Continue reading the full article at Service Truck Magazine by Matthew MacDonald published on May 11, 2022.
- Published in Articles, E-Range, Media Release, News, SEA-Drive, Technology
Can Australian-made electric trucks keep our cities moving?
As things have started to open up after Covid-19 restrictions eased across Australia, noise pollution from trucks has been gradually on the rise. But can electrification of trucks in Australia help solve that?
I commonly hear the complaint: “Australian automotive manufacturing is gone”.
It’s true that we don’t make Holdens, Toyotas or Fords anymore, but automotive manufacturing is still alive and here in 2022. I got to see it in action recently at SEA Electric’s factory in southeast Melbourne.
Australian-made EV trucks: quiet achievers
One thing that blew me away when I test drove SEA’s trucks in April was how quiet they were off the line and how much easier it was for the drivers to get in and start driving.
The cabin was quieter and did not have the vibrations coming off a diesel engine which is always there even if the truck is stopped at a set of lights.
This eases driver fatigue which we know contributes to road toll. So these trucks are not only quieter, but they are safer on our roads too. Drivers are more aware of their surrounding traffic with less noise and vibration.
Could quieter electric trucks increase house values?
On the road, EV trucks like those made by SEA Electric produce much less noise which is better for residents of homes on main-roads across Australia.
As more and more EV trucks and cars get onto our roads, our main roads would get less noisier which could lead to an increase in house values too.
Future of EV trucks
Many of us have heard that “without trucks, Australia stops”. It’s true as road freight is such an integral part of our transport network and the way we live.
As we move towards a cleaner future and decarbonise transport, EV trucks will play a major role in that transition. This would lead to cleaner and quieter cities and if these trucks are Australian made right here like SEA Electric trucks are in Melbourne, it’ll help us quietly achieve that transition a lot quicker.
Continue reading the full article at The Driven by Riz Akhtar published on May 11, 2022.
- Published in Articles, E-Range, News, SEA-Drive, Technology
Hybrid diesel, full electric or hydrogen? Long-haul transport’s future could still go in any direction
While many observers firmly believe that the future of long-haul trucking around the world will rely on hydrogen-powered fuel-cell technology, one Australian who is at the absolute forefront of electric trucking isn’t so sure about that.
Bill Gillespie, Asia-Pacific Regional President of Melbourne-based electric truck manufacturer, SEA Electric, told CarsGuide that we should be wary of ruling out alternative technologies in favour of a single option.
“I’m not saying we won’t see the hydrogen fuel-cell play a big part in long-haul transport,” he said, “but Hydrogen might turn out to be one part of the potential solution.”
“The big problem with any powertrain is that the heavier it is, the more compromised the payload becomes. But even that doesn’t rule out batteries of some sort playing a part.”
Replaceable batteries are one alternative, Mr Gillespie said.
In fact, NSW Central Coast-based Janus Electric is already working on a prime-mover that uses replaceable batteries based on a change-station network on major arterials.
Although still in the prototype stage, Janus claims that a battery swap will take about three minutes and would give a B-Double a range of between 400-500km on a battery-set.
But Mr Gillespie has dived even further into the alternatives, and says that a hybrid-diesel could also be a reality.
This is well-established technology and has been used to power freight trains for decades. Fundamentally, a diesel engine produces the electricity to drive the electric motors that power the train’s wheels. There’s absolutely no reason it couldn’t work for a road-train as well.
In the meantime, SEA Electric’s focus remains on the light- and medium-truck market which is primarily used for urban work where range is not as much of an issue as it is for long-haul trucks.
While these urban-based trucks tend to fly under the radar a little, when they’re counted as a group, the potential benefits of electrification start to add up.
About 21,000 medium and light trucks are sold in Australia each year, and those make up about 40 per cent of all freight deliveries.
Given that many government departments are averse to carbon-fuelled vehicles and even global giant Ikea is moving to eTruck deliveries in 30 of its markets, the scope for eTrucks – regardless of the tech they use – to blossom is huge.
Continue reading the full article at Cars Guide by David Morely published on April 13, 2022.
- Published in Articles, E-Range, News, SEA-Drive, Technology
‘Cutting edge’ electric garbage truck trialled in ACT
An electric garbage truck is being trialed on Canberra’s streets for the first time, as part of ACT government efforts to move its fleet to zero emissions vehicles.
Transport and City Services Minister Chris Steel said transport emissions accounted for more than 60 per cent of total output in ACT, so electrification was needed as soon as possible to tackle climate change.
“We’ve already kick-started this transition with 12 battery electric buses joining Transport Canberra’s fleet this year, and a further 90 e-buses on the way,” Mr Steel said in a statement.
“The government is now assessing how we can move to zero emissions trucks for waste collection in the ACT. This two-week trial will provide an understanding of the features and benefits of using zero emissions technology for heavy commercial vehicles.”
The electric garbage truck is a converted diesel model developed by Bucher Municipal and SEA Electric. It has a range of 190 kilometres and can run at a top speed of 100km/h. A full battery charge lasts eight hours.
Darren Gear, a regional sales manager at Burcher Municipal, said the truck was the cutting edge of electric vehicle technology.
“Our company believes in solving challenges with key partnerships through technology and we strive to develop new equipment that meet environmental outcomes for now and into the future,” Mr Gear said.
Continue reading the full article at Canberra Times by Jasper Lindell published on April 13, 2022.
- Published in Articles, E-Range, News, SEA-Drive, Technology
SEA Electric’s Glen Walker Joins Electric Vehicle Council Board
Glen Walker, the Vice President of Asia Pacific for SEA Electric has been joined the board of the Electric Vehicle Council, Australia’s peak body for the e-Mobility sector.
Walker leads SEA Electric’s operational activities in the region as Vice President of Asia Pacific, overseeing new products, design for manufacture, assembly systems, innovation and various product distribution channels.
Under Walker’s watch, SEA Electric has launched as an OEM, with its Melbourne assembly operation now producing a range of zero-emissions commercial vehicle solutions for sale through a nationwide dealer network.
“Over the past six years, the EVC has become the pre-eminent industry association representing the modern zero-emission mobility sector in Australia,” said Glen Walker.
“Through this time of transition, it has provided invaluable policy support across all levels of Government.
“I look forward to adding the unique perspective of zero-emission commercial vehicles to this conversation, supporting the EVC mission to accelerate Australia’s transition to sustainable vehicles.”
Walker has had years of experience as an executive in the automotive and transport fields, following an 18-year career at Kenworth Australia, which included roles as chief engineer of Kenworth Trucks and group operations and national sales for Kenworth Australia, he also spent three years on executive assignment with PACCAR in Seattle. More recently Walker has extensive experience working for major transport companies.
The EVC represents businesses producing, powering, and supporting EVs in Australia, and its aim is to make the electric vehicle market’ more affordable and competitive through a robust regulatory framework and increased consumer awareness’.
The EVC says it leads advocacy and research efforts, industry coordination, and harnesses innovation that builds confidence in EV systems.
Continue reading the full article at Truck & Bus News by Jon Thomson published on April 12, 2022.
- Published in Articles, E-Range, Media Release, Networking, News
Step aside Ford Ranger Raptor and Nissan Pro-4X Warrior! This electric truck might be the most Aussie-flavoured vehicle being built today
It will perhaps come as a surprise, but in Australia, where you can walk into several brands of car dealerships and order a brand-new electric vehicle, truck buyers do not have the same choices.
Despite the advantages of electrified trucks – and there are many in an urban environment – it seems odd that, with a couple of exceptions – Fuso and Volvo – no electric-truck manufacturer from anywhere in the world has set up shop in this country.
And even in the case of those two exceptions, both makers offer just one or two models respectively, limiting market penetration and consumer choice even further.
Certainly, globally, there are plenty of manufacturers of such things, but at this stage, no mainstream brand has really targeted the Australian truck market.
However, that’s not to say truck-fleet operators can’t get hold of a fully electric rigid truck up to 22.5 tonnes, and that’s all down to an innovative Australian company that has taken a novel approach to the issue.
SEA Electric Australia is the company, and what started as a business modifying conventional trucks to take them from diesel to electric power has since grown into a company employing 60 people, with a strategic alliance with Japanese giant Hino Trucks, and is producing about 50 trucks a year with plans to take that to 400 this calendar year.
SEA is also opening two plants in the USA and is about to list on the US Stock Exchange. Plans are also being drawn up for a manufacturing plant in Thailand and there’s been plenty of interest from Vietnam. There are also offices in London, prototypes testing for the Japanese market and operations across five continents.
Based in South Dandenong in outer-eastern Melbourne, and founded in Australia in 2012, the company started modifying donor trucks to a fully-electric driveline back in 2014. By 2016 things were starting to happen, and the last 18 months have been a whirlwind with the alliance formed with Hino Trucks (part of the Toyota empire).
The deal sees Hino ship semi-knocked down (SKD) trucks to SEA’s Dandenong plant, in the form of `gliders’ (trucks that are complete – but disassembled in this case – apart from the engine and driveline).
From there, the kits are assembled into bare chassis before being fitted with the SEA-developed electric driveline and, eventually a cabin and all the trimmings. Interestingly, the finished vehicles carry a SEA Electric VIN, not a Hino number.
The electric motors and batteries are sourced from China, but are built to SEA’s own specifications from prototypes engineered and built in Melbourne. And, crucially, all the development of the software that makes a modern EV possible was done in-house at SEA Electric Australia.
THE DESIGN
The SEA Electric product looks really no different from a conventional truck apart from elements such as not needing an air intake or exhaust pipe. Even the interior is pretty familiar, with just a couple of differences including a lack of a gear-shifter (there’s no transmission, after all, so three simple buttons suffice). But it’s clever beyond that with what was the lever for the exhaust brake being repurposed to operate the variable regenerative braking.
SEA Electric’s engineering team has also been praised globally (including by some competitors) for the way the vehicle is laid out. While many E-truck makers mount the battery-packs either side of the main ladder chassis (saddle-bag style), SEA uses that ladder structure to effect by mounting the battery packs within those main girders.
That gives the batteries much better protection from a side impact as well as sticking with the engineering principle of mass-centralisation. The battery-packs are split, with the second unit being placed over the front cross-member, exactly where the conventional engine and transmission would live. That has not only helped with the centre of gravity, but the mass of the batteries is close enough to that of the original driveline to mitigate the need to change suspension rates in the kit as it arrives from Hino.
WHICH TRUCKS AND WHY?
SEA Electric builds trucks ranging from a 4.5-tonne to 22.5 tonne rigid chassis. These are the trucks you’ll typically see delivering parcels, and pretty much anything else in an urban area. And it is this urban environment where an electric truck works the best.
That’s mainly for two reasons. The first is that while range is improving all the time, a battery-powered EV still has limitations. In the case of the SEA trucks, that range will depend on payload and fit-out, but will mostly fall between 200 and 350km. While that’s more than a typical urban truck will cover in a day, it doesn’t work logistically for long-range freight haulage.
Secondly, an electric driveline, with its ability to harvest the energy lost in braking in a conventional truck, is most efficient in stop-start and urban traffic flows.
Along with those factors, tailpipe pollution (of which an eTruck has none) is at its worst in a built-up area, so the advantages of a zero-emissions vehicle in that environment are impossible to ignore.
As far as performance goes, truck drivers all talk about torque, not horsepower. And that’s where the SEA product also excels. The instant torque of the electric motor means the EV doesn’t need a transmission, keeping cost, complexity and servicing costs down.
And after a quick ride-along in the SEA product with some experienced truck drivers, the broad consensus was that performance of the electric trucks is bang on the money. Typical power and torque figures are 108kW and 1000Nm to 125kW and 1500Nm. And that’s before we get to the reduced risk of hearing loss and lower stress levels thanks to the relative silence of the eTruck experience.
THE COSTS
The elephant in the room, of course is the purchase price. Although payload and tare weights are not radically different, the SEA trucks are about 2.5 times more expensive to buy. So, for a conventional four-tonne truck costing $50,000, the SEA equivalent will be closer to $125,000.
But with that higher purchase price comes plenty of cost-saving potential, too.
Maintenance on an electric truck is much lower than for a conventional unit. The electric motor has no gearbox and is a simple, one-moving-part deal. Crucially, the maintenance that is required involves no oil apart form a differential oil-change about every 100,000km. Even the eTruck’s ability to regenerate power when slowing means that the vehicle’s brake rotors, drums and linings last a lot longer. In fact, at least twice as long according to SEA’s test drivers.
Battery packs are designed to last at least a decade and SEA Electric offers a three-year/150,000km warranty as well as a five-year battery warranty and three years of roadside assistance. The company even has a training program for first responders who need to be able to effectively deal with an eTruck that’s been involved in a crash.
THE FUTURE
According to SEA Electric president of Asia Pacific Bill Gillespie, there will be big growth in the electric-truck market in Australia across the rest of 2022 and into 2023.
“But at the moment, there’s no Federal or State Government support for zero-emission trucks,” he told Carsguide.
SEA Electric is one company that is lobbying for better support for this growing market segment, and Mr Gillespie is certain that “If the government gets behind electric trucks, finance companies will get behind it too”.
“Companies and government bodies now need to – and want to – go electric. Shareholders want it, management wants it and customers want it…”
It’s pretty easy to see that the move to electric medium and light trucks isn’t something that can be avoided. But it’s also great to see manufacturing returning to Australia in the transport industry. Of course, sentimentality has nothing to do with the success of a brand like SEA Electric, but based on the hard numbers, you can expect to see more eTrucks emptying garbage bins, delivering online shopping and maintaining parks and gardens. Even if you won’t hear them.
Continue reading the full article at CarsGuide by David Morely published on April 12, 2022.
- Published in Articles, E-Range, Media Release, News, SEA-Drive, Technology
SEA charges up Australian electric truck transition
EVs are in high demand as seen recently with EV Quarter 1 sales for passenger cars. With sales of passenger EVs on the rise, The Driven was invited to see what is happening in the EV commercial vehicles space at SEA Electric which designs, engineers and manufactures EV trucks here in Melbourne, Australia.
The fully 100% electric trucks that SEA Electric produces are based on the tried and tested Hino truck chassis which are renowned in the industry for light trucks – only without the noisy, smelly diesel engine.
On the day, SEA Electric had several of their zero-emission electric commercial vehicles on show to test drive examples that many of us would have seen in as diesel versions on our roads: Last-mile delivery truck, Cherry Picker and Crew Cab Truck for Maintenance Works.
Having been in many trucks (crew cabs, agitators and semi-trailers) as an engineer in my past life, it was refreshing to see the noisy diesel engines finally going electric.
On the inside, the trucks felt exactly like their diesel counterparts but more stable. The stability is due to the lower centre of gravity with the placement of the batteries. This was noticeable in the trips out in the hills of outer southeast Melbourne.
Off the line, most of these trucks were quicker than their diesel counterparts that I have been in many times. It also required less effort to get up to the required speed.
The transmission layout was also fairly well laid out and easy to operate. It didn’t take much time to get used to it and being electric, of course it was automatic.
This may not seem like a big deal but for those working many hours a day delivering goods, it’s a lot less tiring not having a clutch and a manual gearbox found in many current diesel fleets.
Many of the electric trucks we drove had a range of above 200kms with regenerative braking operating in their normal environments – which for many is around the city and suburbs with a bit of freeway driving.
Out of the SEA trucks we tested, one truck in particular was a bit older and has been used by a city council for over 2 years. This was a cherry picker that has been operated by the City of Whitehorse in inner-east Melbourne for maintenance purposes.
This truck had over 30,000kms on the clock and was immaculately kept by the team at Whitehorse council with all the tools and equipment still on board for our test drive. It was so easy to get used to driving it and felt easy to steer through the hills of Upper Beaconsfield.
The fact that this truck had been on the road for 2 years and drove so quietly with no rattles was a good sign in terms of the durability of electric trucks. One other noticeable difference was the lack of vibration that you get in ICE trucks. Being an EV truck, there was barely any vibration apart from the bumps in the roads.
Driving these trucks really help cement the fact that EV trucks are here, and having worked extensively in the transport sector I can see they could also be the answer to solve one of the biggest problems the industry faces – lack of young people wanting to be part of the industry.
Being quieter, easier to drive and with lower vibrations, these zero emission trucks present an opportunity for the industry to transform and be appealing to young people who are truly the future of commercial transport in Australia.
The last mile delivery trucks and the asset maintenance industries will need to make the shift to zero emission vehicles if we have any chance of reducing transport emissions, which today accounts for 19% of all emissions in Australia.
To get us there, we will need to adopt new technologies and the commercial transport sector will need to find solutions quickly. EV trucks from SEA Australia that are made in Australia to Australian conditions, may very well be one of those.
Read the full article at SEA charges up Australian electric truck transition published on April 8th, 2022 by Riz Akhtar.
- Published in Articles, E-Range, Media Release, News
The best electric trucks score top awards
Medium and heavy duty electric trucks are set to change the face of commercial transportation. Long viewed as significant contributors to air pollution and carbon emissions, trucks are evolving. Next-generation trucks will change that with zero emissions and high efficiency.
Green Car Journal has been documenting the evolution of light-duty, personal use transportation over the past three decades. A lot has changed over the years, with fuel efficiency now reaching previously-unexpected levels and electric cars achieving surprising momentum. While environmentally friendly vehicle choices have expanded greatly, the same can’t be said of commercial transportation. But there is significant movement in the form of electric trucks and potentially commercial vehicles running on hydrogen.
Today, legacy truck makers and smaller start-ups alike see the imperative to clean up commercial transportation. Chalk it up to increasing government regulation and the recognition that mitigating carbon emissions and climate change must be resolved on all levels. Not to mention, in these days of extraordinarily high fuel prices and petroleum supply volatility there is even greater reason to look toward new and cleaner answers for motor vehicles of all classes. Larger commercial vehicles are now part of the momentum.
Green Car Journal’s prestigious Green Car Awards™ have been recognizing new vehicle models exhibiting laudable environmental achievement for the past 17 years. Deserving light-duty vehicles were recognized in eight popular categories earlier in the 2022 model year auto show season. Now, it’s time to turn attention to the next frontier: medium- and heavy-duty commercial trucks.
While the mind’s eye can conjure images of large diesel trucks emitting plumes of soot from years past, this has been changing for the better through the application of advanced emissions technologies and alternative fuels. Now, there’s movement afoot to remake the image of medium- and heavy-duty trucks through electrification. The result? Silent, zero-carbon, powerful trucks running exclusively on batteries and electric motors, charging up in lieu of fueling with liquid hydrocarbons.
There’s no better example of this than Volvo’s zero-emission VNR Electric, a battery powered model that’s been undergoing trials through the Volvo LIGHTS (Low Impact Green Heavy Transport Solutions) program over the past several years, conducted in partnership with the South Coast Air Quality Management District and a dozen other organizations. The result is the new production Volvo VNR Electric, Green Car Journal’s 2022 Commercial Green Truck of the Year™.
The Class 8 Volvo VNR Electric, based on Volvo Trucks’ popular VNR model, aims to provide a sustainable transportation strategy to fill local and regional distribution, pickup, and delivery needs. Power is provided by a 455 horsepower electric motor featuring 4,051 lb-ft peak torque that’s coupled to a two-speed I-Shift automatic transmission. Top speed is 68 mph. It’s available with six-battery pack options that provide up to a 275 mile driving range and comes with fast-charge capability that enables gaining up to 80 percent state-of-charge within 60 to 90 minutes. The VNR Electric is available in five straight truck and tractor configurations.
GREEN CAR PRODUCT OF EXCELLENCE WINNERS
There’s significant competition out there in the evolving field of ‘greener’ commercial trucks with environmental leadership exhibited in many high-profile ways. The following models are standouts being honored with Green Car Journal’s 2022 Green Car Product of Excellence™ award.
Freightliner eCascadia: This Class 8 electric truck is intended for short haul or last-mile delivery, regional deliver, and drayage. It features 500 horsepower and a 250 mile range.
International eMV: An electrified version of International’s proven MV medium-duty truck, the eMV features 215 continuous horsepower, a 135 mile range, and DC fast-charge capability.
Kenworth T680E: Available as a Class 8 tractor or straight truck, the zero-emission T680E features 536 horsepower, 1623 lb-ft torque, and a 150 mile electric driving range.
Lion Electric Lion6: The Lion6 is a Class 6 urban electric truck featuring 335 horsepower, 1800 lb-ft torque, a 252 kWh battery, and a driving range of up to 200 miles.
Mack LR Electric: The next-generation Mack LR Electric is a Class 8 truck aimed at refuse and recycling duty. It has a 376 kWh battery and twin electric motors producing 448 horsepower.
Nikola Tre BEV: Nikola’s Tre BEV is an all-electric Class 8 tractor for regional applications featuring 645 horsepower, a 753 kWh battery pack, and an operating range up to 350 miles.
Peterbilt 579EV: The 579EV is a Class 8 Day Cab configuration intended for short haul and drayage operations. It features 536 electric horsepower, a 396 kWh battery, and 150 mile range.
SEA Hino M5 EV: Sea Electric’s Hino truck-based M5 EV Class 5 electric truck integrates the company’s electric SEA-Drive Power System to provide 110 horsepower and a 200 mile range.
Read the full article at The Best! Electric Trucks Score Top Awards published on March 23, 2022.
- Published in Articles, E-Range, Media Release, News