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In Modesto, California, a new Dorito is created.
Millions of chips are produced daily at Frito-Lay's factory, traveling on conveyor belts through fryers, flavor stations, and packaging machines. After production, they are shipped to corner stores and markets worldwide using electric trucks.
500,000-square-foot Frito-Lay Factory Switches to Cleaner Vehicles
The large factory belonging to Frito-Lay, covering 500,000 square feet and one of its largest, made a significant change last year. It upgraded its entire fleet of diesel vehicles to cleaner options, such as battery-operated forklifts and electric semis produced by Tesla.
Eric Tutorow transports trailers filled with Doritos and Cheetos from Modesto to nearby distribution centers. Inside his electric truck's cab, the turn signal is the loudest sound after the radio.
"You no longer hear the sound of the engine," Tutorow explains. "After so many years of driving, it's quite pleasant not to end up with a headache from the noise of the road."
With over 2 million miles logged driving experience, Tutorow finds it to be a positive change in routine.
"I'm not sure if this solves all our energy problems, but it's a positive step," he explains. "For me, it's a real eye-opener."
The average heavy-duty truck travels over 60,000 miles each year, making Tutorow's current journey seem insignificant in comparison. Nevertheless, the upside is that this particular trip leaves no carbon footprint.
Big Impact of Heavy Trucks on Climate and Air Quality
Big trucks make up just 10% of vehicles on the road, yet they emit close to a quarter of the climate pollution in the U.S. transportation sector and nearly half of harmful particulate matter. Transitioning to electric or hydrogen-powered vehicles could have a significant positive effect, although reaching that goal may pose challenges.
'A huge golf cart'
'A tremendously large golf cart'
– Mike Roeth mentions that stories like Tutorow's are frequent: Truck drivers who test electric trucks often enjoy the smooth ride.
"The vehicle is similar to a very large golf cart," explains Roeth, who leads the North American Council for Freight Efficiency, an organization established around 15 years ago to assist the transportation industry in reducing fuel costs.
"Recently, people have been asking me about my shift from diesel trucks to battery-electric trucks. Initially skeptical, I thought electric trucks were only suitable for cars, not freight hauling."
These days, Roeth is fully invested in battery-electric trucks. He believes that more fleet managers are also leaning towards this option, despite the higher initial cost compared to traditional diesel trucks.
"Trucking has always been based on the total cost of ownership," Roeth explains. "If a truck is more expensive but provides operational advantages like lower energy costs due to electricity being cheaper than diesel, reduced maintenance and repair expenses, and no issues with driver retention and recruitment, companies will opt for it."
Still, overcoming the initial surprise of high prices is important. The government is assisting with costs for electric trucks under the Inflation Reduction Act, while also increasing emissions standards for heavy-duty trucks, buses, and other large vehicles.
California also offers incentives to promote the transition of the state's trucking industry to zero emissions by 2045, following its target for passenger vehicles by 10 years. Various other states have also committed to reaching this goal, which sends a clear message to purchasers of heavy-duty vehicles, according to Amanda DeVoe-Bice, who serves as the fleet strategy and transformation director for PepsiCo, the parent company of Frito.
"Every fleet owner will need to make those decisions," according to DeVoe-Bice, "but fortunately, those things are starting to look positive for us."
The Frito-Lay plant in Modesto received over $15 million in state grants to convert its fleet to electric trucks. These trucks typically travel around 200 miles per trip but can reach up to 500 miles on a single charge.
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One Tesla semi carrying 70,000 pounds of soda for PepsiCo completed a journey of over 1,000 miles in 24 hours, with charging taking place in three brief intervals. DeVoe-Bice notes that such trips are uncommon due to the limited availability of the high-powered chargers necessary for electric trucks.
"Diesel fueling stations are abundant, making it easy to refuel trucks almost anywhere. The shift to zero-emissions vehicles will require significant changes to this long-standing infrastructure," she explains. "While we are pushing for rapid adaptation, the transition will inevitably take time."
The company TeraWatt Infrastructure has recently secured $63.8 million in federal funding to construct a network of high-powered charging stations for heavy-duty trucks along Interstate 10. The route will stretch from the Port of Long Beach in Los Angeles to El Paso, Texas.
The limited availability of charging stations is hindering the use of heavy-duty electric vehicles, leading some truck manufacturers to create a coalition to advocate for increased federal funding for charging infrastructure.
'Fuel of the future'
'Fuel of the future'
There is another technology that is attempting to challenge diesel in the long-haul transportation sector and may offer certain advantages over batteries.
"Hydrogen offers a unique solution to various energy and pollution challenges through the convenience of liquid fuels," asserts Ghassan Sleiman, the chief technology officer at FirstElement Fuel. "It's no longer a fuel for the future; it's a present reality."
FirstElement is constructing a hydrogen refueling depot at the Port of Oakland, described by Sleiman as the world's first "commercial, heavy-duty" station.
The station has a section that is currently in operation, where hydrogen is being extracted from a tall silo at super cold temperatures and transferred to trucks that use fuel cells to convert the hydrogen into electricity without producing any carbon emissions.
Bill Hall uses a hydrogen fuel-cell truck manufactured by Nikola. He mentions that refueling is quick, similar to filling up with gas.
"I believe this is the way forward. It's a strong commitment to preserving our environment, reducing CO2 emissions. That's the direction we should be heading in, and there are many people who share my sentiments," Hall expressed. "Plus, it's really enjoyable to drive. It's the only truck I prefer to drive nowadays because it's so much fun."
To achieve climate goals, a higher number of electric vehicles, including both battery-electric and hydrogen fuel cell cars, will be required on the roads. This statement comes from Matt Miyasato, who serves as the chief public policy and programs officer at FirstElement Fuel.
"By 2036, all light duty vehicles and trucks sold in California must be zero-emission. Most are expected to be battery-powered, but a significant number will also use fuel cells due to limitations in the current charging infrastructure," Miyasato explains, adding that they have found solutions for hydrogen refueling."
Today, hydrogen fuel-cell vehicles account for only around 1% of the traffic in California, where there are substantial subsidies to support the industry, and even less in other parts of the country. The Biden administration is providing subsidies for hydrogen vehicles, and the Oakland site being developed by FirstElement is part of a new national network of "hydrogen hubs" aimed at boosting the domestic market for low-cost, clean hydrogen.
Miyasato states that hydrogen is a more suitable option for long-distance trucks as heavy battery packs reduce the amount of cargo these trucks can carry.
"You can store more fuel on a fuel cell truck compared to other heavy-duty vehicles like marine vessels and locomotives," he explains. "These high horsepower technologies are well-suited for fuel cell duty cycles. Funding should be based on performance, and the market should have a say in determining the most suitable technology."
Truckers advocate for cleaner air
Truck Drivers Advocate for Cleaner Air
Cleaning up the transportation sector is essential, both for the environment and for those affected by the harmful emissions of diesel trucks. Studies have shown a direct link between diesel emissions and thousands of premature deaths in the U.S. every year.
Next door to the Port of Oakland, a study conducted by the Bay Area Air Quality Management District revealed that heavy-duty diesel trucks were the primary source of particulate matter and an increased chance of cancer in the West Oakland neighborhood.
"We're in a location surrounded by three freeways. Our neighbor is the Port of Oakland. There are many trucks that idle," explained Nicole Merino Tsui from the West Oakland Environmental Indicators Project, a group focused on environmental justice. "Our neighborhood has consistently been ignored, lacking resources, and disregarded."
Tsui believes that the port should prioritize replacing diesel vehicles with hydrogen-powered and battery-electric trucks to improve air quality for her young children.
"I'm enthusiastic about the potential," she exclaims. "Truck drivers also desire to breathe clean air. They have families too."
Diesel is not the sole contributor to air pollution from trucks. Over time, tires and brakes wear out, releasing harmful particles into the atmosphere.
The speaker emphasizes that even if vehicles are not burning diesel, they still contribute to pollution through brake and tire wear. This has a significant impact on those in what she terms "the stroller zone," where individuals from two to six feet in height breathe in the particles thrown up by trucks.
Bumps in the Road
Challenges along the way
In the next decade, around 50% of the nation's truck traffic could shift to electric vehicles, according to Tim Lipman, co-director of the Transportation Sustainability Research Center at the University of California Berkeley.
"Significant advancements have been made in battery and fuel cell technology for vehicles," Lipman notes. "The current challenge lies in developing the necessary infrastructure for recharging or refueling trucks."
– There are additional obstacles to consider in this situation. An influx of heavy-duty trucks charging simultaneously could potentially strain the power grid. Consequently, developers have encountered difficulties while attempting to set up or enhance electrical infrastructure for new charging stations.
"The idea is to start using batteries for as much as possible at the beginning since they are more efficient," Lipman explains. "However, batteries have limitations. If the added weight of the batteries reduces the cargo capacity, then the industry will not benefit. A desired solution for the industry is a direct replacement for diesel trucks. They prefer to replace two diesel trucks with two battery trucks without compromising carrying capacity."
As for hydrogen, producing the fuel and distributing it to refueling stations requires a substantial amount of energy – assuming it's environmentally friendly and not derived from fossil fuels.
"Zero-carbon hydrogen sourced from renewables is like the holy grail," Lipman comments.
When it comes to the high cost of clean trucks, Lipman suggests that these costs are likely to change. The prices are increasing due to environmental regulations making it more costly to burn fossil fuels, while electric technologies are becoming more affordable.
"Diesel engines are known for being polluting, especially when it comes to particulate matter. As regulations require the industry to make these engines cleaner, the costs go up. Conversely, the cost of electric technologies is expected to decrease. These trends are converging," he explains. "However, the urgency of the climate crisis is clear. Time is running out to reduce carbon emissions, so we must accelerate the deployment of these technologies."
