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In Modesto, California, a Dorito is created.
Millions of potato chips are produced daily at Frito-Lay's factory. They go through a process that includes conveyor belts, deep fryers, flavoring, and packaging machines. The chips are then transported to stores worldwide on electric trucks.
The 500,000-square-foot factory, which is among Frito-Lay’s largest facilities, upgraded all its diesel-powered vehicles with greener alternatives last year. These included electric semis and battery-operated forklifts provided by Tesla.
Eric Tutorow transports trailers loaded with Doritos and Cheetos from Modesto to various distribution centers in the area. In his electric truck's cabin, the only noise louder than the radio is the sound of the turn signal.
"When driving for many years, Tutorow mentioned that the lack of engine noise is quite pleasant. He appreciates not having a headache from road noise after driving."
With over 2 million miles logged driving, Tutorow finds it to be a refreshing change.
"I'm not sure if this is the definitive solution to all our energy problems, but it's a move in the right direction," he explains. "For me, it's a real eye-opener."
Heavy-duty trucks typically travel more than 60,000 miles per year, making this journey insignificant in Tutorow's perspective. Despite the distance, the positive aspect is that it does not leave a carbon footprint.
Big impact of Big Trucks on Environment
Big trucks account for only around 10% of total vehicles on the road, but they emit nearly a quarter of the climate pollution from the U.S. transportation sector and almost half of the harmful particulate matter affecting lungs. Transitioning to electric or hydrogen-powered vehicles could lead to significant improvements, but the journey towards this shift may be challenging.
'A colossal golf cart'
'A gigantic golf buggy'
Mike Roeth states that stories similar to Tutorow's are frequent: Truckers who try out electric trucks generally enjoy the smooth ride.
"It's similar to a very large golf cart," explains Roeth, who is the executive director of the North American Council for Freight Efficiency. This organization was established approximately 15 years ago to assist the industry in reducing fuel costs.
"Recently, I've been asked why I made the switch from diesel trucks to battery-electric ones. I initially was skeptical about using electric trucks for hauling freight, thinking they were only suitable for cars."
These days, Roeth is fully committed to battery-electric trucks, stating that more fleet managers are also moving towards these vehicles. Despite the fact that the initial cost of Tesla semis can be twice as much as traditional diesel trucks.
"Trucking has always focused on the total cost of ownership," states Roeth. "If a truck is more expensive but offers operational advantages such as lower energy costs with electricity being cheaper than diesel, reduced maintenance and repair expenses, and overcoming challenges with driver retention and recruitment, companies will opt for it."
Still, coming to terms with the initial high cost is an important consideration, he explains. For this reason, the government is providing financial assistance for electric trucks under the Inflation Reduction Act and increasing emissions standards for heavy-duty trucks, buses, and other large vehicles.
California also offers its own incentives to help achieve zero emissions in the state's trucking industry by 2045, which is a decade after its target for passenger vehicles. Several other states have also committed to the same objective. This united effort signifies a strong message to individuals purchasing heavy-duty vehicles, as stated by Amanda DeVoe-Bice, who holds the position of Fleet Strategy and Transformation Director at PepsiCo, the parent company of Frito.
"Every fleet owner will need to make those decisions," according to DeVoe-Bice, "but we are seeing positive outcomes from them."
The Frito-Lay plant in Modesto received over $15 million in state grants to convert its fleet to electric vehicles. These electric trucks typically travel around 200 miles per trip, but can go as far as 500 miles on a single charge.
One Tesla semi transporting 70,000 pounds of soda for PepsiCo successfully traveled over 1,000 miles within a 24-hour period, using three short charging breaks. DeVoe-Bice noted that such journeys are uncommon due to the scarcity of high-powered chargers necessary for electric trucks.
"You can access diesel fuel and locate a traditional diesel fuel station nearly anywhere, allowing you to travel with your trucks to various places. This zero-emissions vehicle conversion will challenge the existing framework that has been established over 100 years," she explains. "We aim to push for a rapid change, although it will require some time."
The company TeraWatt Infrastructure recently secured $63.8 million in federal funding to establish a series of high-powered charging stations for heavy trucks along I-10, stretching from the Port of Long Beach in Los Angeles to El Paso, Texas.
The limited availability of charging stations is hindering the uptake of large electric vehicles, leading some truck manufacturers to join forces in advocating for increased federal funding in charging infrastructure.
'Fuel of the future'
'The Fuel of Tomorrow'
– There is a new technology competing with diesel that may have an edge over batteries, particularly for long-distance journeys.
"Hydrogen presents a unique opportunity to address various energy and environmental challenges through the use of liquid fuels," expressed Ghassan Sleiman, the chief technology officer of FirstElement Fuel. "It's no longer a fuel for the future – it is already a reality."
FirstElement is constructing a hydrogen refueling station at the Port of Oakland, which is referred to as the first "commercial, heavy-duty" station globally.
The station has already begun operating, extracting hydrogen from a tall silo stored at -423 degrees Fahrenheit and transferring it to trucks with fuel cells. These fuel cells convert the hydrogen into electricity without producing any carbon emissions.
Bill Hall drives a hydrogen fuel-cell truck produced by Nikola. He mentions that refueling is quick, similar to filling up with gas.
"I believe that this represents the future. It's a great example of how we can help the environment by not producing CO2. Many people, including myself, share this sentiment," Hall explains. "Besides, it's really enjoyable to drive. It's the only truck I prefer to use now because it's so much fun."
<p>In order to achieve climate goals, a substantial increase in the number of electric vehicles on the roads, including both battery-electric and hydrogen fuel cell vehicles, will be necessary, according to Matt Miyasato, the chief public policy and programs officer at FirstElement Fuel.</p>
"By 2036, all light-duty and truck sales in California must be zero-emission vehicles. Battery-powered cars will make up a large portion, but fuel cells will also play a significant role due to limitations with the charging infrastructure. The challenge of hydrogen refueling has been addressed," Miyasato stated.
Today, hydrogen fuel-cell vehicles account for only around 1% of the traffic in California, where significant subsidies are in place to support the industry, with even lower adoption rates in other parts of the United States. The Biden administration is providing subsidies for hydrogen vehicles, and the construction of the FirstElement site in Oakland is a part of a new national network of "hydrogen hubs" aimed at speeding up the growth of the domestic market for affordable and clean hydrogen fuel.
Miyasato suggests that hydrogen is more suitable for long-haul trucks compared to heavy battery packs, which reduce the cargo capacity of the trucks.
"You can store more fuel on a fuel cell truck. Marine vessels, locomotives, and other high-power heavy-duty technologies are well-suited for a fuel cell duty cycle," he explains. "There is a limit to how much funding can be allocated to a specific technology. This is why it's important for the allocation to be based on performance and for the market to determine the outcome."
Truckers advocating for clean air
Truck Drivers Advocate for Cleaner Air
Cleaning up the transportation industry is vital not only for the environment but also for the health of individuals who inhale the fumes from diesel trucks. Research has connected emissions from diesel combustion to numerous premature deaths annually in the United States.
Next door to the Port of Oakland, a study conducted by the Bay Area Air Quality Management District discovered that the main source of particulate matter and increased cancer risk in the West Oakland neighborhood was heavy-duty diesel trucks.
"We are in a location surrounded by three freeways and have the Port of Oakland as our neighbor," explained Nicole Merino Tsui from the West Oakland Environmental Indicators Project, a group focused on environmental justice. "There are many trucks in the area that idle, and historically, our neighborhood has been overlooked, under-resourced, and disregarded."
– Tsui expresses the need for the port to start replacing diesel vehicles with hydrogen and battery-powered trucks to improve air quality for her young children.
"I see a lot of potential," she mentions. "Truck drivers also desire clean air for themselves and their families."
But diesel is not the sole contributor to air pollution from trucks. As tires and brakes wear out, they release harmful particles into the air.
"Even if trucks aren't burning diesel fuel, they still release harmful particles from brake and tire wear," she points out. "These pollutants greatly affect people in what I refer to as 'the stroller zone' – the area between two to six feet above the ground where individuals are breathing in the pollutants stirred up by trucks."
Bumps in the road
Challenges ahead
In the next decade, Tim Lipman, who is the co-director of the Transportation Sustainability Research Center at the University of California Berkeley, predicts that electric vehicles could make up half of the country's truck traffic.
"Significant advancements have been made in battery technology and fuel cell technology. According to Lipman, vehicles are performing well due to these advancements. However, the main challenges now revolve around establishing the necessary infrastructure for recharging trucks or refueling vehicles using fuel cell technology."
– There may be other obstacles to overcome. An influx of heavy-duty trucks charging simultaneously could place a strain on the grid. Some developers have already faced challenges in setting up or upgrading electrical equipment for new charging stations.
"The concept is to primarily utilize batteries wherever possible since they are more efficient," Lipman explains. "However, batteries have limitations. Excessive battery weight means less cargo capacity. The goal for the industry is to have a direct swap from diesel trucks to battery-powered ones. Having to use three battery trucks to replace two diesel trucks defeats the purpose as they can't carry the same load."
As for hydrogen, a significant amount of energy is required to produce the fuel and transport it to refueling stations. Furthermore, this process assumes that the hydrogen is sourced sustainably and not derived from fossil fuels.
"Zero-carbon hydrogen sourced from renewables is considered to be a significant achievement," according to Lipman.
Environmental regulations contribute to the rising costs of traditional fuel sources, making clean trucks more expensive. On the other hand, the cost of electric technologies is decreasing, providing a more cost-effective alternative in the future.
The author explains that diesel engines are known for generating a lot of particulate matter, and as regulations on engine cleanliness become stricter, costs increase. On the other hand, the expenses related to electric technologies are expected to decrease. The author emphasizes the urgency of addressing the climate crisis, stressing the need to speed up the implementation of cleaner technologies before it's too late.
