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CNA
14-05-2025
- Automotive
- CNA
Aeva sells 6% stake and inks manufacturing deal, shares rise
SAN FRANCISCO :Aeva Technologies, a firm founded by former Apple engineers that makes sensors used in factories and self-driving vehicles, on Wednesday said it had sold a 6 per cent stake for $50 million to an unnamed strategic partner that will also handle some of its manufacturing in the future. Aeva's lidar sensors help factory equipment and vehicles gain a three-dimensional view of their surroundings. Aeva's version of the technology can also detect how fast objects are moving, which can help cars determine if an object in the distance is stationary or moving. Aeva did not name the partners, describing it as a "technology focused affiliate of a Global Fortune 500 company" that will also help it manufacture sensors for passenger vehicles. Aeva shares were up 3 per cent after the announcement. The company has partnerships with firms such as Daimler Truck AG for autonomous driving as well as deals with Japanese and German firms to use the sensors to detect defects in objects moving down automated manufacturing lines.
Yahoo
10-03-2025
- Automotive
- Yahoo
It's time to incentivize EV trucking in Washington
Freightliner eCascadia electric trucks used in a Coca-Cola Bottling fleet are pictured in 2023. (Photo courtesy of Daimler Truck AG) Washington's transition to big, zero-emission vehicles (battery-electric or hydrogen-powered semi-trucks, buses, and delivery vans) hasn't happened as quickly as it has for smaller passenger electric cars. But state lawmakers can change that by investing $200 million in a program for clean medium- and heavy-duty vehicles and charging. While zero-emission vehicles are on the horizon for the trucking industry in Washington, the purchase price and charging availability can be big hurdles for businesses that operate fleets of trucks or other large vehicles. For certain vehicle types, such as semi-trucks, new zero-emission models currently cost almost three times more than traditional diesel-powered semi-trucks. There are also virtually no public charging stations for medium- and heavy-duty vehicles in our state just yet. And unlike passenger cars, there have been few incentives or support for fleet operators to make the switch. A trucking association and a climate organization are not always on the same team, but we've come together, along with nearly 60 other business, labor, and environmental groups, and in coordination with tribal and local governments, to urge state investment in zero-emission medium- and heavy-duty vehicles to reduce pollution and meet Washington's climate targets. Two years ago, Washington took the first step by funding the design of a zero-emission incentive program for medium- and heavy-duty vehicles. The program has an administrator and is ready to launch. This year, we need lawmakers to double down on their investment in this program to ensure its success, and most importantly, make it easier for more businesses to buy clean trucks, vans, and other large vehicles. Larger vehicles account for about 30% of the state's on-road greenhouse gas emissions. And these emissions have more than doubled since 1990 — Washington's population is growing and e-commerce shows no signs of slowing down. To achieve our climate targets that have been set in law and to clean up our air by reducing pollution, we must get more zero-emission medium- and heavy-duty vehicles on the road as quickly as we can. We know incentives to buy passenger EVs work to lower vehicle costs and expand charging — it's time to help businesses and fleets large and small transition to zero-emission trucks, delivery vans, and other big vehicles and for the state to initiate work on the necessary charging infrastructure. The good news is that more zero-emissions medium- and heavy-duty trucks are on the market than ever before. And they cost less to maintain and operate. But the sticker shock of zero-emissions models has meant they are not yet an option for most businesses. The Legislature could help by investing $200 million in funding from the Climate Commitment Act to jumpstart incentives and make it easier and affordable for businesses to transition to zero-emissions trucks and vans. Washington voters reaffirmed the climate law at the ballot box. The state must ensure businesses are set up to succeed as we accelerate the transition to zero-emission vehicles. Legislators can help Washington businesses remain competitive and cut the purchase costs for these vehicles. Cleaner commercial trucks and delivery vans can be a big part of Washington's future if the right support is in place. Washington should continue to lead by example and show that investing in clean transportation can lower the cost of zero-emissions trucks, help Washington businesses remain competitive, and clean up our state's air.
Yahoo
25-02-2025
- Automotive
- Yahoo
Trump's Threat to EV Trucking Rules Undermines Big-Rig Bets
(Bloomberg) -- Two years ago, Rudy Diaz made a gutsy bet. The 45-year-old owner of Hight Logistics, a trucking company that hauls containers from the bustling ports around Los Angeles, began adding some of the country's first electric heavy-duty trucks to his fleet. Trump Targets $128 Billion California High-Speed Rail Project Trump Asserts Power Over NYC, Proclaims 'Long Live the King' NYC's Congestion Pricing Pulls In $48.6 Million in First Month NYC to Shut Migrant Center in Former Hotel as Crisis Eases As Visitors Discover Ghent, the City Is Trying to Prevent a Tourism Takeover One rolls by on an overcast morning earlier this month, eerily silent except for its large tires crunching on the asphalt. 'There's no fumes, there's no noise,' enthuses Diaz, who now boasts 20 electric trucks among his fleet of 75 tractor trailers. Efforts like Diaz's were supposed to quickly become the norm for operators of the nation's heavy-duty fleets, including long-haul truckers traversing multiple states and drayage firms carrying containers from ocean ports. California enacted a rule in 2020, which has since been adopted by 10 other states, requiring truck makers to sell an increasing portion of emission-free models, including for the largest semi-trucks. California soon followed with another regulation requiring fleet owners to buy more zero-emission trucks. Drayage companies like Hight Logistics faced the most aggressive timeline: They would need to be 100% emission-free by 2035. Meanwhile, the federal government last year tightened tailpipe requirements for heavy-duty vehicles, which would effectively force truck manufacturers like Daimler Truck AG and Volvo AB to produce dramatically more electric trucks. Now these rules are teetering. President Donald Trump, who is taking aim at California's more stringent vehicle requirements, is also expected to go after the federal tailpipe rules. Meanwhile, 19 states, all of which voted for Trump in the most recent election, filed a legal challenge against California's requirements for truck manufacturers. And in January, the California Air Resources Board effectively gutted its rule that would push fleet owners like Diaz into electric trucks after it became apparent former President Joe Biden wouldn't grant the required approval before leaving office. The darkening landscape for such rules is a blow to businesses that have poured gobs of money and years of toil into California's expected clean-energy transition for heavy-duty trucks. 'It's a setback,' says Salim Youssefzadeh, the chief executive officer of WattEV, which has spent tens of millions of dollars building charging stations for trucks across California. 'That's probably going to delay some of these larger fleets from going electric.' It's also sapping enthusiasm among investors who previously put much-needed capital into these efforts. 'We're much more cautious than we were a year ago, with these changes,' says R. Andrew de Pass, head of renewable and sustainable investments at Vitol Inc., a larger energy trader. Any slowdown will hinder efforts to clean up one of the economy's dirtiest sectors. Commercial vehicles are expected to surpass passenger cars as the planet's leading source of transportation emissions by 2039, according to research firm BloombergNEF. In California, heavy-duty trucks contribute about 7% of the state's heat-trapping emissions. These trucks run mostly on diesel, which also emits harmful particulates that heighten risks for cancer and asthma near ports and along busy shipping corridors. The California Air Resources Board, which oversees the state's clean-truck rules, says it remains committed to slashing pollution from trucks and is considering other courses of action. 'We will explore all viable options to reduce harmful emissions…and safeguard our environment,' says a spokesperson for the agency. Some countries are figuring out how to do this much faster. While there are tens of thousands of small electric delivery vans plying the roads of the US, there were just over 3,000 electric heavy-duty trucks as of the middle of last year, according to CALSTART, a nonprofit focused on clean transportation. China now adds that many every 9 days, thanks to its cheaper batteries and lucrative incentives. All told, electrics make up about 0.5% of new heavy-duty truck registrations in the US. By contrast, China and Norway have surged past 7%, Sweden topped 6%, the Netherlands reached 3%, and Europe reached 1.4%. 'Policy incentives matter,' says Maynie Yang, a BloombergNEF analyst. By pulling back support at this early stage, the US will stall its development of an EV supply chain and ensure its trucks remain more expensive, she says. Not all progress in the US relies on stricter mandates. While a new electric truck costs about three times more than a diesel truck in the US, subsidies from California and the ports can cut that extra cost significantly. To help fund these incentives, the Ports of Los Angeles and Long Beach charge dirtier trucks up to $20 more per load, which electric trucks don't pay. Diaz, who plans on adding five more EVs this year, estimates his electric trucks will save him a combined $300,000 in such fees this year. But without government mandates, many fleet operators and policy experts expect electric truck sales in the US will grow at a more plodding pace. And that could end up harming early adopters. 'Without enforcement, I'm competing with guys that have, you know, $50,000 trucks,' says Jim Gillis, who runs the West Coast fleets at IMC Logistics, a large drayage company that has added six electric and 50 hydrogen-powered trucks in the past two years. 'It's tough for me to price myself the right way to compete for business, especially when you have some customers that, frankly, don't care about the emissions impact that their cargo has.' The switch to electric trucks hasn't been easy, even for enthusiasts like Diaz. The first ones he added only go 150 miles on a full battery, while his newer trucks can cover 200 miles. Even then, hotter days or a heavy-footed driver can deplete the battery faster than usual. His trucks have twice run out of juice. 'You have to push the limits to see what these trucks can do,' he says. After much tinkering, Diaz has figured out that the electric trucks can handle about three-quarters of his shipments, including the popular route from the ports to the warehouses scattered around San Bernardino, which is 75 miles inland. He relies on his diesel trucks to handle the longer trips to Bakersfield or Las Vegas. Charging the trucks is an entirely separate challenge, as they require far more power than an electric sedan. Getting enough electricity to power dozens of trucks often requires the local utility to upgrade its infrastructure, which can cost millions of dollars and take several years. 4 Gen Logistics, for instance, built two charging depots in California to support its 64 electric trucks. The company expected its chargers would take 18 months to install, but, instead, it took three years. Its two locations will eventually require a combined 17 megawatts of power, which is enough for over 10,000 homes. 'It's like a small city,' says Brad Bayne, vice president at 4 Gen, who estimates the company has paid an extra $9.5 million after incentives to acquire zero-emission trucks, instead of diesel alternatives. 'When we first approached SoCal Edison and told them how much power we'd need, they asked us if we were a data center.' Rudy Diaz says he 'struck gold' because a previous tenant in his warehouse had installed an industrial hay baler, which meant there was already plenty of power on hand. But planning when to charge the trucks is a delicate exercise. If they charge overnight or during the morning, when electricity is less expensive, they save about 50% on fuel costs compared to diesel. But topping off a battery during the late afternoon or early evening, when electricity prices are highest, erases all fuel savings. 'This isn't like a blender where you plug it in and you make a smoothie,' says Diaz. 'It's taken us two years to get ahold of these trucks and learn how to use them.' Some trucking companies have all but thrown up their hands. Knight-Swift Transportation Holdings Inc. is a large publicly traded trucking outfit, which generates over $7 billion a year in revenue and operates more than 20,000 heavy-duty trucks. This includes 15 electric long-haul trucks, which it describes as an initial step in its goal to cut greenhouse-gas emissions per mile by half by 2035. But when an activist investor pressed Knight-Swift last year to set a more ambitious environmental target in line with the Paris Agreement, the company pushed back hard. In an investor filing, they argued this would require a rapid switch to electric trucks, and they skewered the vehicles' performance. While drayage companies like Hight travel shorter distances, Knight-Swift's typical route covers almost 500 miles. The electric trucks have delivered a 'disappointing' range of about 165 miles, the company wrote, they take a long time to charge, and the trucks weigh at least 6,000-pounds more than a diesel, which means they can't carry as much cargo. 'We've set environmental goals around this, and we were counting on this technology really to be successful,' says Dave Williams, senior vice president of equipment for Knight-Swift, in an interview. But the trucks have limitations that mean carrying less weight shorter distances, he said, which 'goes contrary to what our customer demands are today.' Knight-Swift executives also told Bloomberg Green that electric trucks deliver only a meager 30% climate improvement compared to diesel trucks—a number oft-repeated across the trucking business. A research outfit linked to the trucking industry arrived at that figure by using the national electricity mix from 2019. But the nation's grid has already become 10% cleaner, and those rapid improvements are expected to continue. In California, where renewable electricity is more ubiquitous, a new electric truck will cut emissions by about two-thirds compared to diesel, according to the International Council on Clean Transportation, a nonprofit think tank. (When asked later for more information about their 30% claim, a Knight-Swift official clarified it isn't 'a hard and fast number,' but one they use 'directionally.') Some fleets contend they're fully committed to the new technology. OK Produce, a Fresno, California-based company that hauls salad, avocados, strawberries and other produce, has added 17 electrics to its fleet of about 140 heavy-duty trucks. At first, the new trucks suffered from annoying software glitches, which occasionally knocked them offline. 'Admittedly, some of those were pretty tough,' says Brady Matoian, chief executive officer of OK Produce. But the company has worked through these bugs, and they use the trucks for shorter routes throughout the Central Valley, with each running about 140 miles per day. Many of Matoian's drivers say they prefer the electrics because they're powerful and quiet. 'They tell me, 'I leave my job relaxed. I'm not fighting the truck with all the noise,'' he says. Matoian didn't know about the mandates when he started researching these trucks – and he says he'll continue regardless of the government actions. With Fresno suffering some of the worst air quality in the country, he wants to be part of the solution. OK Produce has already installed a massive 10,000-panel solar array across its warehouse roof and parking canopies. Now, cleaning up their fleet is the company's next logical step, according to Matoian. 'There are all these naysayers who say it won't work,' he says. 'I laugh and say, 'It did today. I had nine trucks go out today. What do you mean it will never work?'' 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Yahoo
19-02-2025
- Automotive
- Yahoo
Autonomous Trucks Market worth $179.9 billion by 2035, Globally, at a CAGR of 14.4%, says MarketsandMarkets™
Delray Beach, FL, Feb. 19, 2025 (GLOBE NEWSWIRE) -- Autonomous Trucks Market size is projected to grow from USD 40.7 Billion in 2024 to USD 179.9 Billion by 2035, at a CAGR of 14.4%, as per the recent study by MarketsandMarkets™. The increasing demand for electric and autonomous vehicle and government regulation regarding safety is expected to increase the demand for autonomous trucks. Additionally, continuous innovation in advance driving technologies and components will boost the demand for autonomous trucks. Browse in-depth TOC on 'Autonomous Trucks Market' 326 - Tables86 - Figures346 – Pages Download PDF Brochure: List of Key Players in Autonomous Trucks Market: Daimler Truck AG (Germany) AB Volvo (Sweden) Iveco S.p.A. (Netherlands) NVIDIA Corporation (US) Robert Bosch GmbH (Germany) Continental AG (Germany) Drivers, Opportunities and Challenges in Autonomous Trucks Market: Driver: Rising adoption of automation technology Restraint: Lack of infrastructure in developing countries Opportunity: Surge in demand for truck platooning Challenge: Regulatory hurdles Key Findings of the Study: LiDAR segment is estimated to exhibit the fastest growth in autonomous trucks market Last-mile Delivery Truck segment is expected to have significant growth in autonomous trucks market during the forecast period Europe region holds the largest share of the autonomous trucks market. Get Sample Pages: Electric segment is expected to be the fastest in the Autonomous trucks market The electric segment is expected to be the fastest one during the forecast period. The rising demand for passenger safety and efficient bus transit operations would boost the demand for the electric segment for the advanced autonomous bus market during the forecast period. Favorable government regulations for better road safety would positively impact the autonomous bus market. Features such as AEB and BSD are expected to be compulsory for all vehicles, including buses. In December 2023, Davao Metro Shuttle Corporation (Philippines) launched a self-driving shuttle and its first electric bus, which includes AEB and ACC features. Shuttle segment is estimated to exhibit the fastest growth in Autonomous trucks market The shuttles segment is expected to be the fastest market in the autonomous trucks market, as they are commercialized. Navya (US), Easilmile (France), and Local Motors (US) have developed self-driving shuttles. Successful pilot programs of autonomous shuttles worldwide indicate that shuttles could be a practical solution to the gaps in traditional public transport. In January 2023, EasyMile(France) partnered with Keolis (France) on an autonomous shuttle project underway at France's National Sports Shooting. Such partnerships highlight the growth of the shuttles segment in the market. US to lead the Autonomous trucks market in North America The US is expected to have the largest market share in terms of value in the North American autonomous trucks market due to strict safety regulations imposed by the NHTSA that have compelled OEMs to provide safety features. Road safety is very critical for efficient transportation. Autonomous trucks can help to improve safety, which, in turn, would boost the market in the region. Major OEMs in the region are forming supply contracts for products like sensors, LiDAR that would further enhance their vehicles performance. For instance, in January 2024, Daimler Truck AG (Germany) and TORC Robotics (US) selected Aeva Technologies (US) to Supply advanced 4D LiDAR technology for series-production of autonomous trucks. Inquiry Before Buying: Recent Developments: In March 2024, MAN Truck & Bus SE partnered with TRATON GROUP, Scania, Navistar International Inc., and PlusAI, Inc. for autonomous driving for trucks. In February 2024, MAN Truck & Bus SE expanded its logistics center in Salzgitter, Germany, strengthening its global service parts network. In January 2024, Daimler Truck AG partnered with Aeva Inc. and Torc Robotics to commercialize self-driving vehicle technology to equip its series-produced autonomous trucks with Aeva Inc.'s advanced 4D LiDAR sensors. In December 2023, Demy Schandeler and AB Volvo entered into a contract for fifteen e-buses to upgrade the present Volvo 7900 Electric, which are scheduled for delivery in the first half of 2025. In October 2023, Hyundai Motor Company and Iveco S.p.A collaborated to develop and deploy electric heavy-duty trucks in Europe, focusing on autonomous driving technologies. In September 2023, AB Volvo partnered with Boliden to integrate autonomous transport solutions into mining operations. In July 2023, IVECO S.p.A and PlusAI, Inc. announced that the IVECO S-Way truck, equipped with PlusDrive, is operational on public roads in Germany. In June 2023, Aurora Innovation Inc. launched the Aurora Multi-Sensor Dataset, a large-scale multi-sensor dataset in collaboration with the University of Toronto. In May 2023, Daimler Truck AG, Mitsubishi Fuso Truck and Bus Corporation, Hino Motors Ltd., and Toyota Motor Corporation signed an MoU. In April 2023, Continental AG and Aurora Innovation Inc. have entered an exclusive partnership to manufacture future generations of Aurora's flagship integrated hardware and software systems, such as Aurora Driving, aiming for commercial scalability. In February 2023, AB Volvo Venture Capital AB invested in Waabi Innovation Inc. to transform the freight transportation sector by accelerating the development and deployment of cutting-edge autonomous trucking solutions. Related Reports: Automotive V2X Market Advanced Driver Assistance Systems Market Self-driving Cars Market CONTACT: About MarketsandMarkets™ MarketsandMarkets™ has been recognized as one of America's best management consulting firms by Forbes, as per their recent report. MarketsandMarkets™ is a blue ocean alternative in growth consulting and program management, leveraging a man-machine offering to drive supernormal growth for progressive organizations in the B2B space. We have the widest lens on emerging technologies, making us proficient in co-creating supernormal growth for clients. Earlier this year, we made a formal transformation into one of America's best management consulting firms as per a survey conducted by Forbes. The B2B economy is witnessing the emergence of $25 trillion of new revenue streams that are substituting existing revenue streams in this decade alone. We work with clients on growth programs, helping them monetize this $25 trillion opportunity through our service lines - TAM Expansion, Go-to-Market (GTM) Strategy to Execution, Market Share Gain, Account Enablement, and Thought Leadership Marketing. Built on the 'GIVE Growth' principle, we work with several Forbes Global 2000 B2B companies - helping them stay relevant in a disruptive ecosystem. Our insights and strategies are molded by our industry experts, cutting-edge AI-powered Market Intelligence Cloud, and years of research. The KnowledgeStore™ (our Market Intelligence Cloud) integrates our research, facilitates an analysis of interconnections through a set of applications, helping clients look at the entire ecosystem and understand the revenue shifts happening in their industry. 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