Tesla is already dominating electric car charging. All of the car companies selling in North America have agreed to use Tesla superchargers. The Tesla superchargers are the only reliable chargers out there.
The Tesla version 4 superchargers can charge at 350 kilowatts. This can add about 200 miles of range to a Semi truck in under an hour.
Tesla has built 750 kilowatt chargers for Pepsi and has one in Bakersfield. Tesla can combine the power and physical space for two or four regular supercharging ports to create viable 700 kwh to 1.4 mwh charging stations for fast electric truck charging.
Pepsi and Tesla demonstrated over 1000 miles per day for class 8 on real world regional delivery routes. This is about four times the 250 miles per day from the competing Freightliner and Volvo trucks. The other competing trucks can handles short range and moving loads around ports (drayage), which is less than 10% of the truck market. Tesla is only one with the trucks with over 400 miles of range on a single charge and the fast charging to enable 40% of the Class 8 trucks in the US, Asia and Europe to switch to electric.
Tesla had 36,165 Supercharger connectors active in Q2 2022, then 38,883 a quarter later, then 42,419 in Q4 2022, then 45,169 in Q1 2023, and then all the way up to 48,082 in Q2 2023. In one year, the network increased by nearly 12,000 connectors. If Tesla grew Superchargers at 33% per year again then by mid-2024 they would have 64,000 superchargers and 85,000 by mid-2025. If Tesla grows superchargers at 50% per year then by mid-2024 they would have 72,000 superchargers and 108,000 by mid-2025.
Tesla enabled charging will increase with the gas stations like BP and ESSO buying Tesla Supercharging equipment.
The Run on Less real world 21 day testing shows how dominant Tesla Semi was in actual usage. It also shows that combustion engine trucks were still used at most of the companies including Pepsi. This was even at the truck depots partially converted to support electric trucks.
The Run on Less concluded that 10 MWH per day truck depots are ready to support up to about 10-15 large electric semi trucks. The larger 35 MWh per day stations are getting close and would support 30-50 large trucks.
Tesla existing Supercharging stations average about ten 350 kilowatt charging ports. This would be about 50-80 MWh per day under very heavy usage but are more likely at 25-40 MWh per day.
Tesla has built out large Supercharging Station with sixty version 3/4 chargers.
Tesla can upgrade 10,000 regular chargers to 5,000 electric class 8 truck chargers in 2024 that can enable adequate range boosting in 30 minutes of charging. This would enable the operation of 20,000-50,000 Semi trucks.
Brian Wang is a Futurist Thought Leader and a popular Science blogger with 1 million readers per month. His blog Nextbigfuture.com is ranked #1 Science News Blog. It covers many disruptive technology and trends including Space, Robotics, Artificial Intelligence, Medicine, Anti-aging Biotechnology, and Nanotechnology.
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1.7-2.3 kWh/mile is $1.04/mile at California clean electricity rates. The average big rig 6 mpg at California Diesel prices is the same cost per mile. Fuel efficient big rigs get 10 mpg.
SCE’s TOU EV 9 is 20c/kWh off-peak.
2kWh/mi is 40c/kWh.
The primary point of electrification in California is to reduce criteria emissions.
It must be to save money too.
[ Diesel (~35(agraricultural)-37.9kWh/gal), California avg. ~$5.9 (US avg. ~$4.3, record high ~$7 (Aug.2022), (Jun-Jul2023) B99-B100 ~$4.5, E85 ~$2.95 ),
2023 Model 3 Long Range(, RWD) ~125mpg ]
And your point is? (I find it hard to follow a string of numbers … that goes nowhere.)
Let’s say your point is, “that electric trucks DO make sense, even in California.”
OK … CA has electricity at about 25¢/kWh commercially (rates again are going up), and it has diesel (as you point out) at about $4.75 per gallon.
Others have said, and I additionally Googled a fair amount, that Diesel — 50% loaded — 18 wheel Class 8 (80,000 lb max) trucks achieve 5 to 8 MPG. That turns around to be $4.75 / (5 to 8) = $0.95 to $0.60 a mile for fuel. If the kWh/mile numbers are equally believable (1.7 to 2.5 kWh/mi) then that turns around to (1.7 to 2.5) • $0.25 = $0.43 to $0.63 per mile in electricity.
NOT VERY DIFFERENT at their cross-over points. Remarkably, quite a bit better at their extremes, for electricity.
Thing is, as I remember saying elsewhere, that at least for the Big Rigs, a whole lot of the Diesel fuel price is Federal and State fuel tax, and that tax is largely earmarked for road, bridge, turnpike repair and upkeep. A UC Berkeley roadways professor told me once that over 80% of road wear-and-tear is caused by Big Rigs. Not cars, which out-number them 20 to 1.
So, since Big Rigs of the electrical variety require electric chargers which are likewise specialized … I fully expect that a vehicular-electricity surcharge (tax) will be levied soon on their megawatt hours of juice. For road repairs.
Problem is, that no good State or Federal taxing agency could bear the thought of letting The Cars electricity go untaxed. Think of all the Mun! No, no, no, oh no. Gotta tax that.
Then suddenly the rather attractive running-cost of a sparkly new Tesla isn’t so scintillating.
Oh well.
Is … as it always has been.
⋅-⋅-⋅ Just saying, ⋅-⋅-⋅
⋅-=≡ GoatGuy ✓ ≡=-⋅
[ Tesla Semi mpg ~15-25(-30? ~1.25kWh_avg/mi, altitude profile?) (mi/gal_Diesel_equivalent)
learned, that E85 ($2.95 for ~23.9kWh/gal == ~$4.3@35kWh, E100 ~22.3kWh/gal, production cost per gallon from sugar/corn ~($1.71)$2.5-4.15) is ~comparable to Biodiesel ($4.5 for 35kWh/gal) and these liquid fuels are (with availability, means agricultural surplus, and environmental surroundings effects included) low(er) carbon dioxide emitters for maybe (complementary) hybrid concepts
avoiding road wear might empower transports on trains (with lower energy demand for ton*mile, (possibly) more limited flexibility, for ‘far distances on main routes’) or more (rubber, dynamic tire pressure?) wheels(?) == increasing locating surface(?)
‘Tires contain a number of trace toxic chemicals including heavy metals and chemical agents used to increase the durability of the tires. These typically include polycyclic aromatic hydrocarbon, benzothiazoles, isoprene and heavy metals such as zinc and lead.
As tires are used for vehicle operations, the natural wear of the tire leaves microfine particles equivalent to PM0.1, PM2.5, and PM10 as tire residue.’
‘Americans generate about 285 million scrap tires per year.’ (world wide?, increase retreading?)
‘that electric trucks DO make sense, even in California.’
yes, maybe for a while, and on what percentage(?)
(phil.)
Everything is in movement.
Movement is life.
Life is the art of solving that one next difficulty.
What’s a difficulty?
(Thx for reading, best regards) ]