Since its inception in 2012, Australian manufacturer SEA Electric has grown a global reputation for its innovative electric power system solutions for commercial vehicles.

Article by Prime Mover Magazine, July 7 2022

In 2017, SEA Electric began performing driveline swaps on existing internal combustion engine (ICE) powered trucks, and now at its immaculate Melbourne facility has moved to fitting its patented SEA-Drive power-system to new Semi Knocked Down (SKD) cab-chassis kits sourced from Hino.

The new range wears the latest SEA Electric badging and branding, complete with its own compliance plate and full three-year factory warranty.

The Hino cabs come fully trimmed and the finished vehicles are almost indiscernible from their parentage.

This move, to series production in Australia, has resulted in SEA Electric becoming the country’s latest OEM, with the trucks available via a nationwide network of established and accredited dealers, and fully backed by a comprehensive aftersales offering including factory warranties and roadside service through NTI Truck Assist.

Australia’s road freight sector accounts for 38 per cent of country’s total transport emissions and electric vehicles are expected to play an increasing role in the journey to net zero by 2050.

Operationally, lower maintenance and running costs are possible with electric trucks, with the cost of consumption of diesel fuel eliminated, and by having fewer moving parts service costs are minimised with SEA Electric scheduling a routine four-hour inspection at a dealer every six months.

Minimal wear on service brakes will be one adjunct reward given the use of the regenerative braking available when the motor is in over-run. Using standard off-peak electricity prices of 15 cents per kWh, SEA Electric says it currently costs around $14 per day to charge from the grid, and even less if solar power is used.

SEA Electric’s own Melbourne facility is now powered by a 100kW rooftop solar power system. Future-proofed with an upgradable plug and play architecture, the SEA-Drive power-system can be charged using 415Volt 3-phase power via the truck’s standard on-board charging equipment, with optional DC fast charging also available.

The fast-charging option enables a charging rate four times faster than standard, and offers range extending top-ups during drivers’ breaks or vehicle loading.The fast-charging option enables a charging rate four times faster than standard, and offers range extending top-ups during drivers’ breaks or vehicle loading.

The electric motor used in the passenger licence category SEA 300/45 model delivers an impressive 700Nm of torque and 140kW of power. The larger SEA 500 medium-duty EV truck range is available in either 4×2 or 6×2 axle configurations with a maximum body length of 8,930mm and a GVM range between 15 or 22.5 tonnes.

The drivetrain is currently available in four specifications, ranging from 180HP/700Nm, through to 470HP/3,500Nm, with various battery capacities available between 88kWh and 220kWh.

The initial focus for SEA Electric trucks includes applications associated with municipal and regional local government authorities and includes tippers, garbage compactors and elevated work platforms.

First and last mile delivery operations are a logical target as well and IKEA has been one of the early Australian adopters of SEA Electric trucks. “Many of these large fleets utilise their vehicles for less than half of a 24 hour day.

The balance is spent in depot yards, where rooftop solar panels can generate ample power supply to fully charge their batteries,” says Tony Fairweather, SEA Electric Founder and CEO.

The battery packs are located between the chassis rails to achieve a low centre of gravity and to protect the batteries from accidental damage by items such as bollards or errant forklifts.

During a series of brief test drives two factors stand out when driving the SEA Electric trucks: the outstanding initial torque which is available instantly from start off, and the quietness of the trucks’ operation.

With the windows up and the radio off the only noise discernible is from the air conditioning fan and with the windows wound down the hum of the tyres on the pavement is the most noticeable sound.

Inside the cab the familiar multi-media unit found in most Japanese trucks has been configured to provide additional information including the state of battery charge and the anticipated driving range.

The wand used to operate engine exhaust brakes on diesel models activates the very effective electric retardation which also diverts energy back to the batteries, recharging on the go and extending the range prior to being connected to a charger.

A touch pad is located in the gear lever position to enable the selection of forward and reverse gears.

The move to using knock-down chassis and cab kits from a recognised global manufacturer strengthens the case for SEA Electric vehicles and has enabled the company to concentrate on its patented software system that delivers high torque with low stress similarly to diesel engines in commercial vehicle applications.

“SEA Electric is already in the process of working with our tier one supply base to develop components better suited to our needs from batteries through to charging systems,” says Glen Walker, Vice President, SEA Electric, Asia Pacific Region.

“These co-developments will be increasingly proprietary.” Glen comes from an 18-year career at Kenworth Australia which included roles as Chief Engineer of Kenworth Trucks, and Group Operations and National Sales Manager. He is also a board member of the Australian Electric Vehicle Council. Glen explains the total cost of ownership of an electric vehicle compared to one powered by an internal combustion engine.

“If you pay cash for an EV and cash for an ICE today, the premium for the EV is fully refunded in a little under five years,” Glen says.

“From then on it is profoundly positive. In relation to diesel use, more or less, distance travelled respectively shortens or lengthens this payback period. Alternatively with the appropriate finance package, the vehicle can be cash-flow positive from month one.”

The SEA-Drive power-system had previously been offered to the market as a retrofit option for existing internal combustion engine powered vehicles. The fresh process of assembling the trucks from new results in less wastage, quicker build times and lower costs.

The current Melbourne factory building is being doubled in size and while SEA Electric is well on its way to become an Australian success story, the company firmly has its sights set on global leadership, with a presence now across five continents.

It has already been particularly successful in the United States where its technologies have been adapted to both trucks and buses.

An order was placed in late 2021 for 1,150 EV trucks and SEA Electric has partnered with Midwest Transit Equipment (MTE), one of the largest school bus dealers in the United States, to update 10,000 school buses with battery-electric power-systems, the biggest deal of its kind to date.

Prior to the May Federal election the Minister for Industry, Energy and Emissions Reductions announced a program which will see the additional funding of up to $127.9 million made available to support the integration of electric vehicle technologies into both light and heavy vehicle fleets in Australia.

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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.

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.

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.