Siemens

Siemens

Siemens

Siemens

Siemens

Siemens

Trucks hauling freight from ports emit a lot of greenhouse gases—in fact, freight is the number one source of smog-related emissions in the Los Angeles area—and projected US growth rates mean that by mid-century, those emissions could double unless something is done to control them. Daimler, Cummins, Tesla, and others have promised various models of electric freight-hauling trucks, but none of those models are quite yet ready for prime time (with the exception of Daimler’s trucks, which are only meant for smaller, shorter hauls).

But the South Coast Air Quality Management District (SCAQMD) office in Los Angeles, not keen on waiting for a private company to perfect an electric vehicle solution , has reached out to Siemens to help it build a test “eHighway” in Carson, California, near the Port of Long Beach, the second-busiest seaport in the United States . The eHighway uses electrified catenary lines along a stretch of road that trucks can connect to for electric power—exactly like trolley or light rail lines that offer electric public transportation in a multitude of cities today. The difference, however, is that the trucks don’t run on a rail, and they can disconnect from the catenary and run on independent engines when they get to the end of the line.

The idea solves that wicked “last mile” problem that a lot of well-meaning public infrastructure projects face: whatever you’re transporting, systems like public rail lines, airports, and tunnels often still require the user to travel a bit further off the main lines to reach their destination, which can cause delays or extra costs associated with loading, unloading, or storage of freight.

The eHighway built by Siemens and SCAQMD is for now just a test road. It’s only one mile long, and the system only has three freight trucks that can pair with the catenary system—a battery electric truck, a natural-gas hybrid-electric truck, and a diesel-hybrid truck. The battery-electric and natural gas trucks were developed by a company called TransPower, and the diesel hybrid was developed by Volvo-owned Mack Trucks.

Each truck is able to connect to the electric wires above the highway with rooftop rods just like a trolley car (the riser on top of the trucks and trolleys is called a "pantograph"). According to a Siemens press release, “The pantograph can connect and disconnect automatically with the contact line via a sensor system while the trucks are moving. This allows the eHighway trucks to easily switch lanes or pass other vehicles without being permanently fixed to the overhead systems like a streetcar.”

When the trucks are connected to the catenary, they release zero emissions. When the eHighway ends, the trucks revert to their internally fueled engine to drive the rest of the way.

The traction power substation that supplies the eHighway can provide up to 1MW of power, according to North America Head of Siemens Rail Electrification Andreas Thon. But Thon told Ars that how much power the system actually requires depends on the number and size of the trucks running at the same time.

The eHighway system will only be electrified while the company is performing tests, and the testing phase will continue until the end of the year. “Discussions are currently being held on next steps,” Thon said, “but in the meantime, the team will work to gather and compile the data and findings of this demonstration.”

The project cost $13.5 million to build with a wide variety of stakeholders contributing, including China Shipping with $4 million, the California Energy Commission with $3 million, SCAQMD with $2.5 million, and both the Port of Long Beach and LA Metro with $2 million each.

Listing image by Siemens