About | HeinOnline Law Journal Library | HeinOnline Law Journal Library | HeinOnline

LOG IN
LOG IN


1 1 (February 9, 2021)

handle is hein.crs/goveccg0001 and id is 1 raw text is: Congressional ____ ~ Research Service inf arming the legisIative debate since 1914____________________ Class 8 Truck Zero-Emission Routes February 9, 2021 Trucking accounts for nearly a quarter of the total greenhouse gases emitted by the transportation sector in the United States. As Congress takes up reauthorization of federal surface transportation programs, interest in mitigating climate change is drawing attention to two provisions of law, the Designation of Alternative Fuel Corridors provision (P.L. 114-94, @1413) and the Congestion Mitigation and Air Quality Improvement Program (CMAQ; P.L. 114-94, @ 1114). Both could be used to further encourage trucking companies to invest in zero-emission heavy-duty trucks. Commonly called 18-wheelers, Class 8 trucks present formidable challenges to converting to zero- emission engines. Unlike lighter delivery trucks, many of which run on battery-electric power, Class 8 trucks engaged in long-haul transport do not return each night to a truck depot at which they can recharge or refuel. While trucks powered by natural gas or diesel blended with biofuels are already in use, these fuels result in greenhouse-gas emissions. Making zero-emission Class 8 trucks feasible would require a nationwide network of alternative fuel or recharging stations. The preferable refueling range for intercity Class 8 trucks in long-haul service is around 500 to 600 miles, because this is the distance a driver can cover in a typical day within federal limits on hours of driving. Engine Technologies Being Tested Batteries and hydrogen fuel cells are the leading engine technologies now being tested in zero-emission prototype Class 8 trucks. Each has advantages and disadvantages. Equipping Class 8 trucks with battery-electric engines using current technology is expected to reduce engine maintenance and repair costs considerably, but the range of the battery is often under 500 miles. The batteries can take hours to fully recharge, and because of their size and weight, they significantly reduce the amount of cargo that can be carried. Faster charging or charging a fleet of trucks simultaneously likely requires significant investment in additional electric transmission capacity at a charging station. Given the extensive research and development under way for passenger car battery technology, trucks may eventually benefit as smaller batteries with a longer range emerge. It is unclear if swappable battery packs might be a solution to reduce charging time for Class 8 trucks. Conversely, hydrogen fuel cell truck prototypes typically have a range over 500 miles. Hydrogen trucks can be fueled in a matter of minutes and present only a small space penalty for the motor and fuel tank in terms of cargo displacement. Hydrogen may be less energy-efficient than electric drive, however: more energy may be required to produce it, to compress or liquefy it for storage and transportation, and to Congressional Research Service https://crsreports.congress.gov IN11598 CRS INSIGHT Prepared for Members and Committees of Congress