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Search indexed NASA NTRS and DOE OSTI research on propulsion, heat transfer, battery materials and energy systems. Follow report and document links to the original sources.

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DOE OSTI2024

National Zero-Emission Freight Corridor Strategy

The United States has committed to decarbonizing freight transportation by advancing the deployment of commercial zero-emission medium- and heavy-duty vehicles (ZEMHDVs) and infrastructure. It is pursuing this goal by leveraging historic federal and private investments, policies, and partnerships. Through the U.S. National Blueprint for Transportation Decarbonization1 and the Global Memorandum of Understanding for Zero-Emission Medium- and Heavy-Duty Vehicles,2 the United States has committed to identifying viable pathways and implementation actions that promote at least 30% ZE-MHDV sales by 2030, with a goal of 100% by 2040. These actions, along with the investments laid out in the Bipartisan Infrastructure Law and Inflation Reduction Act, put the nation on a path to advancing transportation and infrastructure solutions that are better for freight movement, our communities, the environment, and the economy. Providing ubiquitous and convenient access to electric vehicle (EV) charging and hydrogen refueling along our nation’s freight corridors, and at truck depots within freight hubs, is key to successfully deploying ZE-MHDVs. Consistent with its charge in the Bipartisan Infrastructure Law, 3 the Joint Office of Energy and Transportation (Joint Office), in collaboration with the U.S. Department of Energy (DOE), Department of Transportation, and the Environmental Protection Agency, has developed the National Zero-Emission Freight Corridor Strategy (Strategy). The Strategy guides infrastructure deployment to meet growing market demands; catalyze public and private investment; and support utility and regulatory planning and action at local, state, and regional levels.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Public EV Charging Station Site Selection Checklist

The Joint Office of Energy and Transportation (Joint Office) provides technical assistance on planning and implementation of a national network of electric vehicle (EV) chargers and zero-emission fueling infrastructure, as well as zero-emission transit and school buses. There are several considerations that should be addressed when selecting a site for EV charging stations. The following is a checklist to assist with site selection for publicly available EV charging stations.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2026

Midwest ZEVI 2030 Charging Roadmap for I-80 Corridor

Zero-emission Medium Duty and Heavy Duty vehicles (MD-HD ZEVs) hold great promise for reducing operational costs through use of more energy eAicient propulsion technology while reducing reliance on fossil fuels. Consistent with the Department of Energy’s focus on energy innovation, ZEVs and the necessary charging and refueling infrastructure to support them represent an important area of focus for technological advancement. Widespread adoption of MD-HD ZEVs can also provide benefits by improving air quality, and lowering carbon emissions in the transportation industry. Powertrain technologies are in production today to reduce tank-to-wheel and well-to-wheel emissions of commercial vehicles to zero or near-zero emissions, but significant development remains to bring down the cost and address the operational limitations of these technologies, particularly for larger vehicles. ZEV technologies have an opportunity to be an important part of a fleet’s mix of powertrains as capital and operational costs come down. However, the greatest challenge preventing widespread adoption of ZEVs may be the lack of adequate charging and hydrogen (H₂) fueling infrastructure.

29 ENERGY PLANNING, POLICY, AND ECONOMY↗
DOE OSTI2024

Freewheeling: What Six Locations, 61,000 Trips, and 242,000 Miles in Colorado Reveal about How E-Bikes Improve Mobility Options

Personal micromobility modes such as bicycles, e-bikes and scooters offer low- or zero-emission transportation alternatives to single occupancy vehicles (SOVs). However, the lack of supporting data has led to a dearth of data-driven research on the usage of personally owned e-bikes, including variations due to weather, geography and demographics. In this paper, we present an overview of the longitudinal findings from the CanBikeCO program, focused on e-bike adoption and use rates across different demographics, trip characteristics, and geographies. The CanBikeCO program recorded travel survey data from late July 2021 to December 31, 2022, from low-income Colorado households who were provided with e-bikes for personal use by the Colorado Energy Office (CEO). This data was collected in six different communities across Colorado following the mini-pilot program that was conducted in Fall 2020. To collect data for the survey, the program used the NREL OpenPATH application, which combines passive data collection with semantic information such as trip mode and purpose labels. To the best of our knowledge, there is no prior travel survey data on personally owned e-bikes with this range and scope. This unique dataset yielded several insights. One is that commute trips among participants had nearly 17% higher shares of e-bikes than all trips combined. E-bikes were stated to most often replace cars (34% of e-bike trips) and personal micromobility (22%). Participants favored walking for trips less than 1 mile, e-bikes for trips 1-3 miles, and e-bikes, cars or shared rides for trips 3-20 miles. Seasonality accounted for a 10% decrease and subsequent recovery in e-bike mileage on a per user basis. E-bikes are also appealing across age groups, even among older individuals, and see decreased utilization similar to regular bikes or walking during winter months. We also find that e-bike use may be related to characteristics of land use and urban form, occupation and income as well as household car ownership. We conclude that, for this population, who are mainly part of low-income households, the emissions added by the use of e-bikes (in the case of replacement of non-motorized modes) are outweighed by the strong single occupancy vehicle (SOV) travel replacement. As a whole, our findings suggest a considerable potential for energy savings and emissions reductions from personal e-bike ownership.

ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Pt Nanoparticles on Atomic-Metal-Rich Carbon for Heavy-Duty Fuel Cell Catalysts: Durability Enhancement and Degradation Behavior in Membrane Electrode Assemblies

Proton exchange membrane fuel cells (PEMFCs) are a promising zero-emission power source for heavy-duty vehicles (HDVs). However, long-term durability of up to 25,000 h is challenging because current carbon support, catalyst, membrane, and ionomer developed for traditional light-duty vehicles cannot meet the stringent requirement. Therefore, understanding catalyst degradation mechanisms under the HDV condition is crucial for rationally designing highly active and durable platinum group metal (PGM) catalysts for high-performance membrane electrode assemblies (MEAs). Herein, we report a PGM catalyst consisting of platinum nanoparticles with a high content (40 wt %) on atomic-metal-site (e.g., MnN 4 )-rich carbon support. MEAs with the Pt (40 wt %)/Mn–N–C cathode catalyst achieved significantly enhanced performance and durability, generating 1.41 A cm –2 at 0.7 V under HDV conditions (0.25 mgPt cm –2 and 250 kPa abs pressure) and retaining 1.20 A cm –2 after an extended and accelerated stress test up to 150,000 voltage cycles. Electron microscopy studies indicate that most fine Pt nanoparticles are retained on or/and in the carbon support covered with the ionomer throughout the catalyst layer at the end of life. During the long-term stability test, the observed electrochemical active surface area reduction and performance loss primarily result from Pt depletion in the catalyst layer due to Pt dissolution and redeposition at the interface of the cathode and membrane. Importantly, the first-principle density functional theory calculations further reveal a support entrapment effect of the Mn–N–C, in which the MnN 4 site can specifically adsorb the Pt atom and further retard the Pt dissolution and migration, therefore enhancing long-term MEA durability.

37 INORGANIC, ORGANIC, PHYSICAL, AND ANALYTICAL CH↗
DOE OSTI2025

Hydrogen and Electric Charging Infrastructure for Heavy-Duty Trucks: A Nationally Scalable Megaregion Assessment

Decarbonizing regional and long-haul freight is challenging due to the limitations of battery-electric commercial vehicles and infrastructure constraints. Hydrogen fuel cell medium- and heavy-duty vehicles (MHDVs) offer a viable alternative, aligning with the decarbonization goals of the Department of Energy and commercial entities. Historically, alternative fuels like compressed natural gas and liquefied propane gas have faced slow adoption due to barriers like infrastructure availability. To avoid similar issues, effective planning and deploying zero-emission hydrogen fueling infrastructure is crucial. This research develops deployment plans for affordable, accessible, and sustainable hydrogen refueling stations, supporting stakeholders in the decarbonized commercial vehicle freight system. It aims to benefit underserved and rural energy-stressed communities by improving air quality, reducing noise pollution, and enhancing energy resiliency. This research also provides a blueprint for replacing diesel in over-the-road Class 8 freight truck applications with hydrogen fueling solutions. The study focuses on the Texas Triangle Megaregion (I-45, I-35, and I-10), the I-10 corridor between San Antonio, TX, and Los Angeles, CA, and the I-5/CA-99 corridors between Los Angeles, CA, and San Francisco, CA. This area represents a significant portion of U.S. heavy-duty freight movement, carrying ~8.5% of the national freight volume. Using the OR-AGENT (Optimal Regional Architecture Generation for Efficient National Transport) modeling framework, the study conducts an advanced assessment of commercial vehicles, road and freight networks, and energy systems. The framework integrates data on freight mobility, traffic, weather, and energy pathways to deliver a region-specific, optimized vehicles powertrain architectures, infrastructure deployment solutions, operational logistics, and energy pathways. By considering all vehicle origin-destination pairs utilizing these corridors and all feasible fueling station location options, the framework's genetic algorithm identifies the minimum number and optimal locations of hydrogen refueling stations, ensuring no vehicle is stranded. It also determines fuel schedules and quantities at each station. A roadmap for station deployment based on multiple adoption trajectories ensures a strategic rollout of hydrogen refueling infrastructure.

Sujan, Vivek [ORNL] (ORCID:0000000269882342)↗
DOE OSTI2022

Understanding Subsidies to Achieve Diesel Powertrain Financial Parity for Heavy-Duty Fuel Cell Electric Vehicles

The development of a long-term sustainable hydrogen energy economy for commercial vehicle transportation will need to overcome key critical technical and logistics considerations in the near term. As compared to zero-emission powertrains, fossil-fuel-based powertrains provide mission flexibility and high uptime at a comparatively low total cost of ownership (TCO). While the incumbent carbon-intensive powertrains suffer from poor efficiency and are not sustainable to support global climate change initiatives in transportation decarbonization, techno-economic challenges continue to create complex barriers to the large-scale displacement of these with highly electrified powertrains architectures. Here, this article specifically addresses opportunities that well-targeted subsidies would afford in achieving fuel cell electric powertrain financial parity with diesel powertrains in heavy-duty trucks (HDTs). It shows that a rigorous assessment of system TCO factors will be critical in designing a viable subsidy strategy. Based on powertrain component and fuel price points, subsidy variations (for both capital expenses and operating fuel expenses) are assessed and quantified to determine where and how much subsidies should be leveraged to accelerate achieving diesel system financial parity. It shows that subsidies on hydrogen fuel expenses (and associated constituents) will play an important role in achieving this goal while subsidies on capital expenses (the more typical subsidy formulation) may not always be the preferred subsidy strategy. The results provide subsidy agencies with clear guidance and a database approach to characterize and implement viable HDT hydrogen powertrain system subsidy strategies. The approach may be readily tailored for other applications and system architectures.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

The health, climate, and equity benefits of freight truck electrification in the United States

Abstract Long-haul freight shipment in the United States relies on diesel trucks and constitutes ∼3% of U.S. greenhouse gas emissions and a significant share of local air pollution. Here, we compare the climate and air pollution-related health damages from electric versus diesel long-haul truck fleets. We use truck commodity flows to estimate tailpipe emissions from diesel trucks and regional grid emissions intensities to estimate charging emissions from electric trucks under various grid scenarios. We use a reduced complexity air quality model combined with valuation of air pollution-related premature deaths (using two hazard ratios (HRs)) and quantify the distributional health impacts in different scenarios. We find that annual health and climate costs of the current diesel fleet are $195–$249/capita compared to $174–$205/capita for a new diesel fleet, and $156–$177/capita for an electric fleet, depending on the HR. We find that freight electrification could avoid $6.2–8.5 billion in health and climate damages annually when compared to a fleet of new diesel vehicles (with even higher benefits when compared to the current diesel fleet). However, the Midwest and parts of the Gulf Coast would experience an increase in health damages due to vehicles charging using electricity from coal power plants. If old coal power plants (operating in 1980 or earlier) are replaced with zero-emission generation, electrification of all U.S. freight would result in $32.3–39.2 billion in avoided damages annually and health benefits throughout the U.S. Electrifying transport of consumer manufacturing goods (including electronics, transport equipment, and precision instruments) and food, beverage, and tobacco products would provide the largest absolute health and climate benefits, whereas mixed freight and manufacturing goods would result in the largest benefits per tonne-km. We find small variations in health damages across race and income. These results will help policymakers prioritize electrification and charging investment strategies for the freight transportation sub-sector.

Hennessy, Eleanor M. (ORCID:0000000294715765)↗
DOE OSTI2024

Building Electrification Pathways for Airports: Envisioning the Future of Zero-Emissions Transportation

In Athena ZEV, the next phase of the DOE-funded Athena Project, NREL is working with Dallas-Fort Worth International (DFW) airport and other partners to develop sophisticated strategies that will accelerate the decarbonization of millions of vehicles operating at and around airports. This work has an initial focus on the critical emerging challenge of rapid electrification of rental car operations and evaluating solutions through the NREL ARIES energy system simulation platform.

ADVANCED PROPULSION SYSTEMS,MATHEMATICS AND COMPUT↗
NASA NTRS2002

Fuel Cell Activities at the NASA Glenn Research Center

Fuel cells have a long history in space applications and may have potential application in aeronautics as well. A fuel cell is an electrochemical energy conversion device that directly transforms the chemical energy of a fuel and oxidant into electrical energy. Alkaline fuel cells have been the mainstay of the U.S. space program, providing power for the Apollo missions and the Space Shuttle. However, Proton Exchange Membrane (PEM) fuel cells offer potential benefits over alkaline systems and are currently under development for the next generation Reusable Launch Vehicle (RLV). Furthermore, primary and regenerative systems utilizing PEM technology are also being considered for future space applications such as surface power and planetary aircraft. In addition to these applications, the NASA Glenn Research Center is currently studying the feasibility of the use of both PEM and solid oxide fuel cells for low- or zero-emission electric aircraft propulsion. These types of systems have potential applications for high altitude environmental aircraft, general aviation and commercial aircraft, and high attitude airships. NASA Glenn has a unique set of capabilities and expertise essential to the successful development of advanced fuel cell power systems for space and aeronautics applications. NASA Glenn's role in past fuel cell development programs as well as current activities to meet these new challenges will be presented

Kohout, Lisa L.↗
DOE OSTI2023

The Port of Los Angeles Zero- and Near-Zero-Emission Freight Facilities "Shore to Store" Project (Final Project Report)

The City of Los Angeles Harbor Department (Harbor Department, POLA) partnered with Equilon Enterprises LLC (d/b/a Shell Oil Products US) (Shell), Toyota Motor North America (Toyota) and Kenworth Truck Company (Kenworth) partnered with the Port of Hueneme (POH), United Parcel Service (UPS), Total Transportation Services Inc. (TTSI), Southern Counties Express (SCE), Toyota Logistics Services (TLS), Air Liquide, National Renewable Energy Laboratory (NREL), Coalition For A Safe Environment, and the South Coast Air Quality Management District (South Coast AQMD) to introduce hydrogen (H 2 ) fuel into the Southern California drayage truck market by demonstrating near-commercial heavy-duty H 2 fuel cell electric trucks at and between freight facilities throughout the region, while continuing to lay the groundwork for battery-electric operations. The "Shore to Store" (S2S) project built on project team experience to help realize our vision of zero-emission freight operations in the future. Ten Kenworth zero-emission Class 8 fuel cell electric trucks, integrated with Toyota's fuel cell drive technology, were operated by UPS, TTSI, SCE, and TLS in revenue service. The demonstration fleet fueled at the S2S hydrogen fueling stations that were built in Ontario, California and Wilmington, California. An additional station at the Port of Long Beach (Portal Station) was available for fueling the fleet. Portal Station was supported by grants from the California Energy Commission (CEC) and South Coast AQMD and used as match funding for the S2S project. POH demonstrated two battery-electric yard tractors, and TLS demonstrated two zero-emission forklifts at their warehouse facility, showcasing elements of the entire supply chain operating on zero-emissions. This project showcased a snapshot of the zero-emission supply chain of the future, providing a model by which freight facilities can support zero-emission operations.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2024

Zero Emission Cargo Transport (ZECT) II Demonstration: South Coast Air Quality Management District (Final Report)

The South Coast Air Quality Management District (South Coast AQMD), California Air Resources Board (CARB) and Southern California Association of Governments (SCAG) — the agencies responsible for preparing the State Implementation Plan required under the federal Clean Air Act — have agreed that attainment of federal air quality standards for the region will require a transition to the broad use of zero and near-zero emission energy sources in cars, trucks and other equipment. Accordingly, the 2012 South Coast AQMD Air Quality Management Plan, the SCAG 2012 Regional Transportation Plan, and the “Vision for Clean Air: A Framework for Air Quality and Climate Control Planning” all identify the need to immediately enact a phasing in of zero and near-zero emission technologies to meet air quality goals. In 2014, South Coast AQMD was awarded grant funding under the US Department of Energy Zero Emission Cargo Transport (ZECT) II Demonstration program to develop and demonstrate zero-emission drayage trucks for goods movement operations between the Port of Los Angeles (POLA) and Port of Long Beach (POLB) near dock rail yards and warehouses: 1) development and demonstration of zero-emission fuel cell range extended electric drayage trucks and 2) development and demonstration of hybrid electric drayage trucks. The purpose of this project was to accelerate deployment of zero emission cargo transport technologies to reduce harmful diesel emissions, petroleum consumption and greenhouse gases in the surrounding communities along the goods movement corridors that are impacted by heavy diesel traffic and the associated air pollution. Between 2014 – 2024, six ZECT II zero-emission fuel cell drayage truck platforms, including fuel cell range extended and CNG hybrid trucks, were successfully designed, developed, integrated, built, tested, and demonstrated with drayage fleet operators in transportation corridors within areas of the South Coast AQMD jurisdiction in Southern California such as in and around POLA and POLB. Portable hydrogen refueling was deployed to support the fuel cell vehicles. The project had real-time improvement with on-going debugging and optimizations while the vehicles were under demonstration. All platforms demonstrated sufficient or excess power, torque, and energy to support 82,000lbs Gross Vehicle Weight Rating and gradeability to perform their daily duty cycles. Collectively, the trucks drove over 23,000 miles during their respective demonstration phases. The ZECT II project was the first of its kind to demonstrate the commercial viability that supported the additional technology breakthroughs for Class 8 zero emission trucks and validations as well as the regulatory basis for all the zero-emission regulation that we know today, such as the Innovative Clean Transit regulation, Advanced Clean Trucks and Clean Fleet regulations.

08 HYDROGEN↗
DOE OSTI2026

Operational Simulation of Multi-Functional Charging Station for Sustainable Transportation

As transportation systems move toward electrification and decarbonization, multifunctional charging stations (MFCS) are emerging as key infrastructure for electric vehicles (EVs) and hydrogen fuel cell vehicles (HFCVs). This paper presents a simulation model of an MFCS that integrates solar photovoltaic (PV), wind power, battery storage, hydrogen (\mathrm{H}_{2}) production, dual-pressure \mathrm{H}_{2} storage, fuel cells, and dynamic grid interactions. The model simulates daily operations using 5 -minute resolution data to capture realtime variability in renewable energy (RE), demand, and electricity prices. A flexible dispatch algorithm dynamically allocates energy for EV charging, \mathrm{H}_{2} production, storage, and grid transactions while respecting system constraints. Results show that the MFCS effectively prioritizes RE usage, minimizes waste, meets diverse energy demands, and achieves net operational profit. The model serves as a valuable decision-support tool for designing and optimizing integrated clean energy hubs for zero-emission transportation.

Gbadegoye, Jeremiah [University of Tennessee, Knox↗
DOE OSTI2023

The Port of Los Angeles Zero- and Near-Zero-Emission Freight Facilities Shore to Store Project

The City of Los Angeles Harbor Department (Harbor Department, Port of Los Angeles) partnered with Equilon Enterprises LLC (d/b/a Shell Oil Products US) (Shell), Toyota Motor North America (Toyota), and Kenworth Truck Company (Kenworth) partnered with the Port of Hueneme, United Parcel Service, Total Transportation Services Inc., Southern Counties Express, Toyota Logistics Services, Air Liquide, National Renewable Energy Laboratory, Coalition For A Safe Environment, and the South Coast Air Quality Management District to introduce hydrogen fuel into the Southern California drayage truck market by demonstrating near-commercial heavy-duty hydrogen fuel cell electric trucks at and between freight facilities throughout the region, while continuing to lay the groundwork for battery-electric operations. The Shore to Store project built on project team experience to help realize our vision of zero-emission freight operations in the future. Ten Kenworth zero-emission Class 8 fuel cell electric trucks, integrated with Toyota’s fuel cell drive technology, were operated by United Parcel Service, Total Transportation Services Inc., Southern Counties Express, and Toyota Logistics Services in commercial service. The demonstration fleet fueled at the Shore to Store hydrogen fueling stations that were built in Ontario, California, and Wilmington, California. An additional station at the Port of Long Beach (Portal Station) was available for fueling the fleet. Portal Station was supported by grants from the California Energy Commission and South Coast Air Quality Management District and used as match funding for the Shore to Store project. The Port of Hueneme demonstrated two battery-electric yard tractors, and Toyota Logistics Services demonstrated two zero-emission forklifts at their warehouse facility, showcasing elements of the entire supply chain operating with zero emissions. This project showcased a snapshot of the zero-emission supply chain of the future, providing a model by which freight facilities can support zero-emission operations. The Shore to Store project: Demonstrated the technical feasibility of zero-emission hydrogen fueled Class 8 heavy-duty trucks and electric cargo handling equipment in rigorous goods movement operation throughout the Southern California region. Cumulatively completed 59,212 miles of zero-emission operation, with 21,650 miles driven in-service with the fleets, using hydrogen fuel cell electric Class 8 heavy-duty trucks. Operated zero-emission yard tractors for a total of 2,749.6 hours. Created direct localized emission reductions in designated disadvantaged communities, including those in zip codes 90220, 90247, 90248, 90731, 90744, 90802, and 91761. For the 59,212 miles of zero-emission operation, reduced emissions by an estimated total of 15.5 kg NOX (0.163 g/km), 1.01 kg SOX (0.0106 g/km), and 304.8 metric tonnes of CO2e (3.2 kg/km) compared to diesel baseline vehicles including both tailpipe emissions and the emissions from producing the fuel sources.

08 HYDROGEN↗
DOE OSTI2025

Autonomous Fueling System for Heavy-Duty Fuel Cell Electric Trucks

The motivation for this project stemmed from the challenges associated with rapidly refueling heavy-duty hydrogen fuel cell electric trucks (FCETs). Current manual refueling processes for fast refueling involve large, heavy equipment (e.g., hoses three times heavier than standard) and pose ergonomic risks and potential for equipment damage. The goal was to develop and test an autonomous fueling system to improve ergonomics, enhance safety, increase equipment durability through design improvements, and potentially speed up the fueling process. This project aimed to add to the understanding of autonomous systems in the context of heavy-duty hydrogen refueling, evaluating the technical effectiveness of potential concepts. A successfully developed system would benefit the public by facilitating the adoption of zero-emission heavy-duty transport, reducing reliance on manual labor for a physically demanding task, and potentially improving the safety and efficiency of hydrogen refueling infrastructure. The major accomplishment during the project's active period was the completion of the system-level architecture task. This involved establishing a detailed list of system requirements covering interfaces, environmental conditions, regulatory compliance, industry standards, safety, security, performance capabilities, and optional features. Five key use cases for the autonomous system were also identified. However, due to internal restructuring at Nikola, the necessary resources could not be allocated to continue the project. Consequently, Nikola opted to discontinue the project. The award was mutually terminated by Nikola and the DOE.

08 HYDROGEN↗
DOE OSTI2024

2023 Annual Merit Review Vehicle Technologies Office Results Report

The 2023 U.S. Department of Energy (DOE), Office of Energy Efficiency and Renewable Energy's (EERE) Vehicle Technologies Office (VTO) Annual Merit Review (AMR) was held June 12-15, 2023, as a hybrid event with in-person and virtual attendance. The review encompassed work done by VTO: 257 individual activities were reviewed by 266 reviewers. Exactly 991 individual review responses were received for the VTO technical reviews. The objective of the meeting was to review the accomplishments and plans for VTO over the previous 12 months, and provide an opportunity for industry, government, and academia to give inputs to DOE with a structured and formal methodology. The meeting also provided attendees with a virtual forum for interaction and technology information transfer.

33 ADVANCED PROPULSION SYSTEMS↗
DOE OSTI2023

Development and Commercialization of Heavy-Duty Battery Electric Trucks Under Diverse Climate Conditions (DTNA EMG Innovation eCascadia 2.0 Final Technical Report)

During this project DTNA advanced heavy-duty transportation technologies to produce the eCascadia 2.0, a fully commercialized Class 7/8 electric tractor with the range and durability to meet the needs of 70% of freight movement in the United States. The eCascadia2.0 provides flexibility, operational performance, efficiency, and maintenance cost savings to the end user. The most direct outcome of this project is a commercially viable zero-emission heavy duty option with a 250-mile daily range and sufficient payload for regional haul duty cycles. The larger outcome is an acceleration of the market transformation away from petroleum-based fuels. DTNA’s comprehensive sales team, dealer network, customer network and maintenance and support teams will ensure that this is not a standalone zero-emission truck, but rather one that can be produced, marketed, and operated at scale to realize vast greenhouse gas and criteria pollutant emissions reductions, while also bringing zero emission vehicles closer to cost parity.

33 ADVANCED PROPULSION SYSTEMS↗