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1 E Truck Task Force (E TTF) HTUF E TTF Workshop Date of meeting: October 11, 2011 CALSTART staff: Bill Van Amburg, Senior Vice President bvanamburg@calstart.org Whitney Pitkanen, Project Manager wpitkanen@calstart.org Jean Baptiste Gallo, Associate Project Manager Meeting Minutes Introduction This workshop was the seventh meeting of the E Truck Task Force and was open to all conference attendees on October 11, 2011 at the HTUF National Conference in Baltimore, Maryland. The goal of this two hour workshop was to publically share and discuss the key findings and recommendations of the Task Force to date. The agenda to guide this workshop was: Overview E Truck Task Force Goals, Initial Timeline, Status E TTF Draft Findings, Recommendations Including Business Case Planner; Infrastructure Planning Guide Fleet Experience Panel Mike Britt, Directorr of Maintenance and Engineering, Ground Fleet, UPS Claude T. Masters, Manager, Vehicle Acquisition and Fuel, Florida Power & Light Christopher Trajkovski, National Fleet Sustainability Manager, Frito Lay, Inc. Judge McKinney, Vehicle Engineer, FedEx Battery Leasing Panel Jim Castelaz, CEO, Motiv Power Systems Steve Wollenberg, Co Found and VP of Business Development, Automatiks, Inc. Next Steps Discussion Actions: After receiving feedback on the E TTF s findings and proposedd recommendations, CALSTART will publish a white paper documenting this information. The plan is to use the recommendations as an action plan for industry, fleet and policy activities thatt CALSTART will propose for joint action in 2012, as part of the HTUF program. 1
2 Please send any final comments to Whitney Pitkanenn by Friday, November 11, 2011 and also let CALSTART know your willingness to take part in the continuing action agenda and activities of the E TTF. Discussion The purpose of this meeting was to present the Key Findings and Recommendations of the Task Force to the public to elicit any final comments and feedback prior to distributing the E Truck Commercialization Barriers and Opportunities White Paper. Overview of E Truck Task Force The overall goal of this effort is to speed and support effective E Truck production and use. In the short term, it focused on the identification of key issues/barriers that need targeting and developingan action plan for addressing those issues; next steps are to work to implement those recommendations with industry and public partners. The Task Force has targeted the following issuess to understand and quantify the challenges and to speed E Truck uptake via select action steps. Identify key market and tech barriers Identify fleet user needs Identify and quantify industry development and production needss Quantify benefits and better validate business case Identify fueling/charging issues and needs Highlight best duty cycles, ways to deploy vehicles and cases for success Collect and report current validated dataa on performance Collect and outline expected price points for future volumes Recommend action steps to address key barriers identified Report out these findings; including at a special session at HTUF conference in October E TTF Draft Findings, Recommenda ations The Key Findings of the Task Force to date are: Vehicle Cost/Price are Top Issues/Barriers o Production/battery costs; need for incentivess o 50% (or greater) funding of incremental cost needed o Costs do show decline over time Vehicle Quality/Support Needs to Improve Validation of Performance and Business Case are Keyy Gaps Infrastructure is a Surprise to Fleets and Important Next Tier Issue Better Guidance on Vehiclee Placement, Use Needed The following draft Key Recommendations weree presented too address the Findings: 2
3 Call on vehicle and battery industry to institute battery leasing model for E trucks to remove battery cost from purchase price and add it to the operational cost Maintain or increase R&D and demonstration of hybrid and electric technology for trucks with focus on reduced system costs Seek support incentives ideally purchase vouchers for roughly half of E Truck incremental costs Call on vehicle and battery industry to link sales expansion to adequate support and parts network Call on vehicle manufacturers to increase quality control checks before delivery Encourage fleets to requiree service turn around minimums beforee purchase Create and circulate draft GENERAL business case guide to provide fleets with clear guidance on vehicle use and placement to get best payback Create and circulate GENERAL infrastructure planningg guide to give fleets clear guidance on infrastructure planning and operation to reduce current and future costs Work to createe a commercial EV charge rate Eliminate or reduce demand charge for commercial EV charging (if timed to protect the grid) Create a clearinghouse for fleet in use data sharing on E trucks consisting of joint info/data documents and tools highlighting best use profiles and agree to use across E truck industry Business Case Planner The fleets involved in the Task Force indicated a need for better guidance and data on key aspects of the real world business case for e trucks. E Trucks can achieve business case payback and satisfy fleet user needs even in the early market if the trucks are placed in applications thatt provide highh daily petroleum offset (either in mileage or energy use) and can maintain highh utilization rates. Initial vehicle cost and daily energy use are the two biggest business case factors. To help the fleets understand the value proposition of replacing conventional diesel trucks with e trucks, the Task Force developed an E Truck Business Case Calculator that illustrates the number of years it takes to recoup the initial purchase investment through various operational savings and assumptions about the availability of government subsidies, fuel prices, and vehicle usage. It effectively shows how the business case is largely based on maximum fuel displacement and reduction of purchase and installation costs. The calculator includes a comprehensive list of vehicle and infrastructure inputs that can be modified with fleet specific numbers, ultimately allowing a fleet manager to have a realistic economicc assessment of battery electric trucks. It is also designed to enable sensitivity analyses on key inputs such as vehicle daily range, diesel fuel prices or electric vehicle purchase incentives, and provides a range of economic analysis indicators such as simple payback period. Infrastructure Planning Guide Another primary goal of the E TTF is to help E truck fleets understand their options, trade offs, and costs when setting up EV charging infrastructure. To that end, thee E TTF created a deployment planning template based on the size of the fleet: Small fleets 1 to 5 trucks; Medium fleets 5 to 10 trucks; and Large Fleets over 10 trucks. The template walks through the following general considerations: 3
4 Power requirements Cost estimatess both for installation and ongoing operation Siting considerations Availability of government subsidies The cost of establishing EV chargingg infrastructure in fleet facilities can be extremely surprising to fleets with multiple vehicles due to the many variables that are often overlooked. At the outset, fleet managers must be realistic yet foresighted when determiningg the numberr of EVSE to install. Estimates should include the number of fleet vehicles to be added overr the next three to five years, with special attention to potential electrical service upgrades and demandd charges. This was a key finding area of the Task Force. Fleet Experience Panel The fleets on this panel have all deployed e trucks in their operations to some degree, and were invited to share their experiences with the vehicles, their reasons forr selecting e trucks for their operations and to identify the factors that will be required for them to expand their fleets. Mike Brittt of UPS first emphasized that early consideration off infrastructure costs is essential. He expects more complications as he deploys more vehicles which could amount to potentially tens of thousands of vehicles in next 20 years. He stressed the unique needs and challenges that large facilities face when considering e trucks as an option. The kinds of available services are different for commercial fleets as opposed to consumer vehicles. It s a whole different ball game from residential homes. Judge McKinney of FedEx Express also noted that infrastructure installation was a big cost. Trenching and upgrading transformers are very expensive propositions.. He also struggles with contingency costs; they don t have backup fleet vehicles on hand in case of downtime, but they do have extra generators in case the grid is compromised. UPS can rent generators as backup but would rather hold the utilities and technology accountable to keep vehicles up and running. Christopher Trajkovski of Frito Lay has all Smith Electrics in his fleet, but notes that there isn t one solution for every fleet. You need to choose the right truck for the right route. Match the vehicle to the appropriate duty cycle. When asked whether it makes sense to call on the vehicle and battery industry to institute battery leasing model for E trucks, Claude Masters of Florida Power & Light emphasized that the secondary market of batteries is in increasingly important (e.g., wind farms ) when considering this model, and that the technology is changing, noting lithium ion batteries may not be the chemistry used in 5 10 years. Another panelist noted that most major utilities are being approached by battery suppliers as secondary users, so battery leasing may not be necessary if there is adequate residual value and a thriving secondary market. None of the fleets taking part in this panel seemed particularly interested in leasing batteries for their e trucks. One panelist noted that it depends on what level of risk your corporation is prepared to assume. 4
5 One of the notable take aways from the fleet experience panel was the interest by these fleets who are all sophisticated early adopters of e trucks in potentiallyy replacing battery packs with a pack of their choice in the future, and also potentially being able to spec the battery at order. Some OEMs cautioned that batteries are not common enough to allow easy swapping of different manufacturer s products without changes in the vehicle s drive system and other manufacturing issues. However, after checking with regulators, there does not appear to be any regulatory issue why this cannot be done. Battery Leasing Panel Battery leasing has been identified by the E TTF fleets as one of the key ways to reducee capital (first purchase) cost and reduce operational risk, which could speed market uptake of E trucks. It is being used in Europe by Renault as the approach to sell their electric vehicles: the vehicle will be sold or leased, and the battery provided as a separate lease, helping lower the vehicle cost significantly. So, the goal of this panel is to move the ball on the issue of batteryy leasing and the possible next steps to make it real. This panel was asked to leverage their varied experience, in driveline, energy storage and telematics, to address how the barriers to battery lease can be addressed and eliminated. Jim Castelaz of Motiv Power Systems noted thatt the central challenge of the battery leasing model lies in clever OEM, battery, and financing solutions. Leasing modelss are already very complex with established vehicles but may be good for smaller fleets that do not plan to be as deeply involved in potential future battery applications. Another issue is the unknown residual value of these batteries. To overcomee this barrier, the industry needs a great deal of field data on residual value for both the batteries and the vehicles. There also needs to be standards in the battery industry for interfaces, etc. Steve Wollenberg of Automatiks says that financing entities will enter the market as long as battery conditions can be monitored, for example wheree battery usage data gets exchanged with a financing entity which then bills you on how you are using that batteryy as fuel by monitoring such factors as aging and kilowatts in and out. When asked if OEM s need to be involved in the leasing model, Steve cautions to avoid being too dependent on the big players because it can slow things down. When asked if we need to know the secondary usage of the battery today to help with ownership equation, Steve answers that yes it helps, but it s not an absolute barrier. He conservatively assumes that theree will be some residual value but it doesn t need to be a lot to allow for secondary usage. Eight years in the future will be a very different place, but he urges the industry to not wait for full data before beginning much larger deployments, with battery leasing as a potential tool to help come fleets make the step. Next Steps: After receiving feedback on the E TTF s findings and proposedd recommendations, CALSTART will publish a white paper documenting this information. The plan is to use the recommendations as an action plan for industry, fleet and policy activities thatt CALSTART will propose for joint action in 2012, as part of the HTUF program. 5
6 Please send any final comments to Whitney Pitkanen by Friday November 11, 2011 and also let CALSTART know your willingness to take part in the continuing action agenda and activities of the E TTF. 6
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