Search Results (54)

Diesel particulate matter—primarily ultrafine particles (UFPs), defined as particles smaller than 0.1 µm—are released by diesel-powered vehicles, especially those used in heavy-duty hauling. While much of the existing research on traffic-related air pollution focuses on urban environments, limited attention has been paid to how complex topography influences the concentration of UFPs, particularly in areas with significant truck traffic. With a focus on Morgantown, West Virginia, an area distinguished by a steep topography, this study investigates how travel over two different terrain conditions affects UFP concentrations close to roadways. Specifically, we sought to determine if the truck count taken from simultaneous video evidence could be used as a surrogate for varying topography in determining the concentration of UFPs. This study shows that “TRUCK COUNT” and “TRUCK SPEED” have a linear relationship and yield a possible surrogate measure of the lung dose of UFP number concentration. Our results demonstrate a statistically significant (p < 0.1) linear relationship between truck count and UFP number concentration (R = 0.77 and 0.40), validating truck count along with truck speed as a medium effect surrogate for estimating near-road UFP exposure. Dose estimation using the Multiple-Path Particle Dosimetry (MPPD) model further revealed that approximately 30% of inhaled UFPs are deposited in the alveolar region, underscoring the public health relevance of this exposure pathway in topographically complex areas. This method ultimately awaits comparison with health effects to determine its true potential as a useful exposure metric. Full article

Decarbonizing Oregon’s heavy-duty trucking sector, which accounts for 24% of the state’s transportation emissions, is essential for meeting carbon reduction targets. Drop-in fuels such as renewable diesel, biodiesel, and synthetic fuels provide an immediate and effective solution, reducing emissions by up to 80% while utilizing the existing diesel infrastructure. In 2023, Oregon’s heavy-duty trucks consumed 450 million gallons of diesel, with drop-in fuels making up 15% of the fuel mix. Renewable diesel, which is growing at a rate of 30% annually, accounted for 10% of this volume, thanks to incentives from Oregon’s Clean Fuels Program. By 2030, drop-in fuels could capture 40% of the market, reducing CO₂ emissions by 3.5 million metric tons annually, assuming continued policy support and advancements in feedstock sourcing. Meeting the projected demand of 200 million gallons annually and securing sustainable feedstock remain critical challenges. Advances in synthetic fuels, like Power-to-Liquids (PtL) from renewable energy, may further contribute to decarbonization, with costs expected to decrease by 20% over the next decade. Oregon aims for a 50% reduction in emissions from heavy-duty trucks by 2050, using a mix of drop-in fuels and emerging technologies. While hydrogen fuel cells and electric trucks face challenges, innovations in infrastructure and vehicle design will be key to the success of Oregon’s long-term decarbonization strategy. Full article

Motor vehicles emit a large amount of air pollutants. Inspection and Maintenance (I/M) systems serve as a pivotal strategy for mitigating emissions from operational diesel trucks. However, the prevalent issue of blind repairs persists due to insufficient diagnostic capabilities at maintenance stations (M stations). To address this challenge, a multi-source information fusion methodology is proposed, integrating load deceleration testing from inspection stations (I stations), on-board diagnostics (OBD) data, and manual measurements at M stations. Critical diagnostic parameters—including nitrogen oxides (NOx) and particulate matter (PM) emissions, the ratio of measured wheel-side power to rated power, intake volume, common rail pressure, and exhaust back pressure—are systematically selected through statistical analysis and expert evaluations. An adaptive membership function is developed to resolve ambiguities in emission thresholds, enabling the construction of a robust fault diagnosis framework. Validation using 800 National V diesel truck maintenance records from a provincial automotive electronic health platform (2022 data) demonstrates a diagnostic accuracy of 92.8% for 153 emission-exceeding vehicles, surpassing traditional machine learning approaches by over 20%. By minimizing unnecessary repairs and optimizing maintenance efficiency, this approach significantly reduces resource waste and the lifecycle environmental footprints of diesel fleets. The proposed fuzzy-logic-based model effectively detects latent faults during routine maintenance, directly contributing to sustainable transportation through reductions in NOx and PM emissions—critical for improving air quality and advancing global climate objectives. This establishes a scalable technical framework for the effective implementation of I/M systems in alignment with sustainable urban mobility policies. Full article

The motor drive system is pivotal for vehicles, particularly in new energy applications. However, conventional hybrid systems, which combine generator sets and single batteries in parallel configurations, fail to meet the operational demands of large pure electric mining dump trucks under fluctuating power requirements—such as high reserve power during acceleration and robust energy recovery during braking. Traditional single-motor configurations struggle to balance low-speed, high-torque operations and high-speed driving within cost-effective ranges, often necessitating oversized motors or multi-gear transmissions. To address these challenges, this paper proposes a dual-motor symmetric powertrain configuration with a seven-speed gearbox, tailored to the extreme operating conditions of mining environments. By integrating a high-speed, low-torque motor and a low-speed, high-torque motor through dynamic power coupling, the system optimizes energy utilization while ensuring sufficient driving force. The simulation results under extreme conditions (e.g., 33% gradient climbs and heavy-load downhill braking) demonstrate that the proposed configuration achieves a peak torque of 267 kNm (200% improvement over single-motor systems) and a system efficiency of 92.4% (vs. 41.7% for diesel counterparts). Additionally, energy recovery efficiency reaches 85%, reducing energy consumption to 4.75 kWh/km (83% lower than diesel trucks) and life cycle costs by 38% (USD 5.34/km). Field tests in open-pit mines validate the reliability of the design, with less than a 1.5% deviation in simulated versus actual performance. The modular architecture supports scalability for 60–400-ton mining trucks, offering a replicable solution for zero-emission mining operations in high-altitude regions, such as Tibet’s lithium mines, and advancing global efforts toward carbon neutrality. Full article

Decarbonizing long-haul, heavy-duty transport in Europe focuses on battery-electric trucks with high-power chargers or electric road systems and fuel-cell-electric vehicles with hydrogen refueling stations. We present a comparative life cycle assessment and total cost of ownership analysis of these technologies for 20% of Germany’s heavy-duty, long-haul transport alongside internal combustion engine vehicles. The results show that fuel cell vehicles with on-site hydrogen have the highest life cycle emissions (65 Mt CO₂e), followed by internal combustion engine vehicles (55 Mt CO₂e). Battery-electric vehicles using electric road systems achieve the lowest emissions (21 Mt CO₂e) and the lowest costs (EUR 45 billion). In contrast, fuel cell vehicles with on-site hydrogen have the highest costs (EUR 69 billion). Operational costs dominate total expenses, making them a compelling target for subsidies. The choice between battery and fuel cell technologies depends on the ratio of vehicles to infrastructure, transport performance, and range. Fuel cell trucks are better suited for remote areas due to their longer range, while integrating electric road systems with high-power charging could offer synergies. Recent advancements in battery and fuel cell durability further highlight the potential of both technologies in heavy-duty transport. This study provides insights for policymakers and industry stakeholders in the shift towards sustainable transport. The greenhouse gas emission savings from adopting battery-electric trucks are 54% in our high-power charging scenario and 62% in the electric road system scenario in comparison to the reference scenario with diesel trucks. Full article

This paper reviews the existing studies employing total cost of ownership (TCO) analysis to evaluate the comparative economic viability of battery electric trucks (BETs) and diesel trucks (DTs). A key finding is that until recent years, BETs have not been cost-competitive with DTs. Light-duty trucks and medium-duty trucks started to become competitive in 2021 (1) according to some estimates, whereas heavy-duty trucks might remain to be not competitive even in future decades. However, (2) TCO estimates differ across continents. (3) The combing effect of fuel prices and taxes is most likely responsible for the fact that BETs enjoy a stronger competitive position relative to DTs in Europe, Asia, and Oceania, whereas, in North America, most estimates assign them poor competitiveness, both presently and in the coming years. (4) Most studies underline that significant cost disproportions persist in the heavy-duty truck segment due to its demanding operational requirements and a lack of robust high-powered charging infrastructure. Consequently, substantial financial incentives and subsidies will be required for heavy-duty trucks to enhance their economic viability, potentially accelerating cost parity from post-2035 to the near future. This paper identifies several constraints in its TCO analysis, including limited data on residual values, variability in discount rates, depreciation costs, and a lack of longitudinal and market data for BETs. Full article

This study compares the environmental impacts of diesel and LNG-powered tractors under varying loads, by utilizing a cost-effective measurement system on the ZalaZONE Proving Ground. The same test cycles and scenarios were conducted with both trucks simultaneously on the closed test track modules and the research highlights LNG’s advantages in reducing CO₂ emissions, particularly under lower load conditions. This innovative approach, based on the fuel consumption rather than expensive exhaust gas analyzers, underscores LNG’s potential in meeting EU emission targets. The results support LNG as a competitive and sustainable alternative to diesel, promoting greener freight transport solutions for the future. Full article

Electric road systems (ERSs) are a group of technologies that allow powering adequately equipped road transport vehicles with electricity from the road infrastructure while in motorway traffic. They can be categorised into three technology groups: overhead catenary, ground conductive, and ground inductive, depending on the mode of power transfer used. The supplied energy is used for propulsion and for charging the vehicle batteries to be used once the vehicle leaves the electrified road section. Also, another energy source, e.g., diesel, natural gas, or hydrogen, can be used while away from the ERS. This research investigates the potential impacts of implementing the different ERS technologies on the Rotterdam–Antwerp motorway corridor that links the two largest ports in Europe. The aim is to identify which of the routes between the ports is best suited for the implementation of an ERS, whether there are substantial differences in the economic performance of the different ERS technologies, determine what ERS vehicle traffic volumes are required and potentially available for successful implementation, what investment is required to build the system and whether the ERS operator can be profitable, and whether transport operators could operate their trucks on ERS profitability in this corridor setting. The research shows that the route between Rotterdam and Antwerp that runs on motorway E19 is the best to be electrified from an economic standpoint. Our calculations show that the traffic on the Rotterdam–Antwerp corridor is sufficient for economically justifying ERS infrastructure rollout and operation. For transport operators who happen to have specific client bases, e.g., those who usually serve clients from one of the ports along the electrified route, the construction of an ERS on the route could prove to be very lucrative if they adopt the technology early. Full article

This study explores the potential role of hydrogen in decarbonizing the transport sector in Uzbekistan by examining different aspects of the country’s energy system and transport final use. In road transport, Uzbekistan has already gained experience with the use of alternative fuels through the “Compressed Natural Gas—Mobility” initiatives and has achieved a fleet coverage of 59%. These existing frameworks and knowledge can ease the integration of hydrogen into road transport. The rail sector also has the potential for hydrogen uptake, considering that 47% of rail lines are not electrified. The results of this study indicate that powering all CNG vehicles with a 10% hydrogen blend (HCNG) could reduce road transport emissions by 0.62 MtCO₂eq per year, while replacing diesel trucks with hydrogen-based vehicles could contribute to an additional reduction of up to 0.32 MtCO₂eq per year. In rail transport, hydrogen-powered trains could reduce emissions in non-electrified lines by up to 0.1 kgCO₂eq/km of journey. In assessing the potential infrastructure for hydrogen logistics, this study also identifies opportunities for hydrogen export by repurposing the existing natural gas infrastructure. Focusing on Uzbekistan, this study provides a regional perspective on the potential for the integration of hydrogen into the transport sector in Central Asia. Full article

As the country that emits the most carbon in the world, China needs significant and urgent changes in carbon emission control in the transportation sector in order to achieve the goals of reaching peak carbon emissions before 2030 and achieving carbon neutrality by 2060. Therefore, the promotion of new energy vehicles has become the key factor to achieve these two objectives. For the reason that the comprehensive transportation cost directly affects the end customer’s choice of heavy truck models, this work compares the advantages, disadvantages, and economic feasibility of diesel, liquefied natural gas (LNG), electric, hydrogen, and methanol heavy trucks from a total life cycle cost and end-user perspective under various scenarios. The study results show that when the prices of diesel, LNG, electricity, and methanol fuels are at their highest, and the price of hydrogen is 35 CNY/kg, the total life cycle cost of the five types of heavy trucks from highest to lowest are hydrogen heavy trucks (HHT), methanol heavy trucks (MHT), diesel heavy trucks (DHT), electric heavy trucks (EHT), and LNG heavy trucks (LNGHT), ignoring the adverse effects of cold environments on car batteries. When the prices of diesel, LNG, electricity, and methanol fuels are at average or lowest levels, and the price of hydrogen is 30 CNY/kg or 25 CNY/kg, the life cycle cost of the five heavy trucks from highest to lowest are HHT, DHT, MHT, EHT, and LNGHT. When considering the impact of cold environments, even with lower electricity prices, EHT struggle to be economical when LNG prices are low. If the electricity price is above 1 CNY/kWh, regardless of the impact of cold environments, the economic viability of EHT is lower than that of HHT with a purchase cost of 500,000 CNY and a hydrogen price of 25 CNY/kg. Simultaneously, an exhaustive competitiveness analysis of heavy trucks powered by diverse energy sources highlights the specific categories of heavy trucks that ought to be prioritized for development during various periods and the challenges they confront. Finally, based on the analysis results and future development trends, the corresponding policy recommendations are proposed to facilitate high decarbonization in the transportation sector. Full article

High-efficiency and low-emissions heavy-duty (HD) internal combustion engines (ICEs) offer significant GHG reduction potential. Mild hybridization via regenerative braking and enabling the use of an electric heater component (EHC) for the aftertreatment system (ATS) warm-up extends these benefits, which can mitigate tailpipe GHG and NOx emissions simultaneously. Understanding such integrated hybrid powertrains is essential for the system optimization of real-world driving conditions. In the present work, the potential of a low engine-out NOx (1.5–2.5 g/kWh range) ‘Low-NOx’ HD diesel engine and EHCs were analyzed in a 48V P1 mild-hybrid system for a class 8 commercial vehicle concept and compared with those in an EPA-2010-certified HD diesel truck as a baseline under real-world driving cycles, including those from the US, Europe, India, China, as well as the world harmonized vehicle cycle (WHVC). For analysis, an integrated 1-D vehicle model was utilized that consisted of models of the ‘Low-NOx’ HD engine, the stock ATS, and a production EHC. For the real driving cycles, ‘GT-RealDrive’-based vehicle speed profiles were generated for busy trucking routes for different markets. For each cycle, the effects of the Low-NOx and EHC performances were quantified in terms of the ATS warm-up time, engine-out NOx emissions, and net fuel consumption. Depending on the driving route, the regenerative braking fully or partly neutralized the EHC power penalty without a significant impact on the ATS thermal performance. For a two-EHC system, the fueling penalty associated with every second reduction in the warm-up time ${FC}_{EHC}$ (g/s) was several-fold higher for the real driving routes compared with the WHVC. Overall, while a multi-EHC setup accelerated the ATS warm-up, a single EHC integrated at the SCR inlet showed minimized EHC heating power, leading to a minimized fueling penalty. Finally, for the India and China routes, being highly transient, the P1 hybridization proved inadequate for GHG reduction due to the limited energy recuperation. A stronger hybridization was desirable for such driving cycles. Full article

It is crucial to increase the resilience of the global food production and distribution systems against the growing concerns relating to factors that could cause global catastrophic infrastructure losses, such as nuclear war or a worldwide pandemic. Currently, such an event would result in the global loss of industry, including the ability to drill and refine crude oil. In such an event, the existing above-ground reserves of diesel and gasoline are likely to still be intact but would only be able to power the production and transportation of food between 158 days and 481 days with 80% confidence, where the mean is 195 days at current rates. This paper investigates a novel group of interventions in relation to the scenario of providing food under these conditions. It was found that by using a plausible combination of wood gasification, increasing vehicle utilisation rate, and reducing food consumption, the stockpile duration could increase to between 382 days and 1501 days with 80% confidence, where the mean is 757 days. This is an improvement in mean duration by a factor of 3.9. It was discovered that diesel is the limiting fuel in all scenarios due to wood gas only being a partial replacement for diesel fuel and also because of the prevalence of diesel engines in both the agricultural and trucking industries. A sensitivity analysis was completed identifying that reducing food consumption to minimum levels was the most effective method to prolong diesel reserves. The other factors that benefited from extending fuel reserves in terms of their effectiveness are reducing the lag time before gasification devices are installed, increasing the rate at which gasification devices are installed, and increasing the agricultural equipment utilisation rate. Full article

This paper investigates the economic competitiveness of hydrogen-powered trucks. It reviews the growing number of papers that provide an estimate of the total cost of ownership (TCO) of hydrogen-powered trucks relative to their diesel equivalents. It examines the methodology applied, the variables considered, the data used for estimation, and the results obtained. All reviewed studies conclude that hydrogen-powered trucks are not currently cost-competitive, while they might become competitive after 2030. The conclusion holds across truck types and sizes, hydrogen pathways, mission profiles, and countries. However, we find that there is still a huge area of uncertainty regarding the purchase price of hydrogen-powered trucks and the cost of hydrogen, which hampers the reliability of the results obtained. Various areas of methodological improvements are suggested. Full article

The worldwide commitment to the electrification of road transport will require a broad overhaul of equipment and infrastructure. Heavy-duty trucks account for over one-third of on-road energy use. Electrified roadways (e-Hwys) are an emerging technology where electric vehicles receive electricity while driving via dynamic wireless power transfer (DWPT), which is becoming highly efficient, and can bypass the battery to directly serve the motor. A modeling study was undertaken to compare long-haul trucks on e-Hwys with conventional battery technology requiring off-road recharging to assess the most favorable pathway to electrification. Detailed data taken from on-road driving trips from five diesel transport trucks were obtained for this study. This on-road data provided the simulations with both real-life duty cycles as well as performance targets for electric trucks, enabling an assessment and comparison of their performance on e-Hwys or with fast recharging. Battery-only trucks were found to have lifetimes down to 60% original battery capacity (60% SOH) of up to 9 years with 1600 kWh packs, and were similar to conventional diesel truck performance. On e-Hwys smaller pack sizes in the 500 to 900 kWh capacity range were sufficient for the driving duty, and showed lifetimes upwards of 20 years, comparing favorably to the battery calendar life limit of about 26 years. For a 535 kWh battery pack, an e-Hwy DWPT level of 250 kW was sufficient for a 36 tonne truck to complete all the daily driving as defined by the diesel reference trucks, and reach a battery pack end of life point of 60% SOH. Full article

Mining production, being one of the most energy-intensive industries globally, consumes substantial amounts of fossil fuels and contributes to extensive carbon emissions worldwide. The trend toward electrification and advanced developments in battery technology have shifted attention from diesel power to battery alternatives. These alternatives are appealing, as they contribute to decarbonisation efforts when compared to conventional diesel trucks. This paper presents a comprehensive review of recent technological advancements in powertrains for Mining Haulage Truck (MHT). It also compares these configurations based on mining system-level considerations to assess their future potential. The evaluated configurations include Diesel-Electric Truck (DET), Trolley Assist Truck (TAT), Battery-only Truck (BOT), Battery Trolley with Dynamic charging truck (BT-D), and Battery Trolley with Stationary charging truck (BT-S). According to the analysis, the energy demand for on-board diesel or battery power (excluding trolley power) in these alternative options is as follows: DET—681 kWh, BOT—645 kWh, TAT—511 kWh, BT-S—471 kWh, and BT-D—466 kWh. The paper also illustrates the theory of battery size design based on the current battery technology, battery material selection, battery package design, and battery size selection methods. In the case of tailored battery size selection, BOT, BT-D, and BT-S configurations require LiFePO₄ (LFP) battery masses of 25 tonnes, 18 tonnes, and 18 tonnes, respectively. Based on a techno-economic assessment of battery MHT alternatives with a future perspective, it has been determined that BT-D requires the lowest amount of on-board battery energy. Furthermore, over a span of 20 years, BT-S has demonstrated the lowest on-board battery cost. Full article