This Electric Truck Qualifies For Up To $120,000 In Incentives

SEP 30 2016 BY MARK KANE 24

Orange EV

Orange EV

Orange EV’s Class 8 electric trucks have been approved for up to $120,000 purchase incentives in California.

One would think with this kind of money on the table there should be no excuse for not buying this truck if you were shopping for a heavy hauler.

All the eligible heavy vehicles (trucks and buses) in the California Hybrid and Zero-Emission Truck and Bus Voucher Incentive Project (HVIP) are listed here.  And as it turns out, some electric buses are even approved for incentives up to $115,000.

Presser from Orange EV on the news:

Orange EV Wins Industry-First Approval for California Incentives of $95,000 per Class 8 Electric Truck

KANSAS CITY, Mo., August 24, 2016 –  Orange EV the leading OEM in electrification solutions for industrial fleets today announced that California fleets can save at least $95,000 per truck on purchase of brand new T-Series pure electric terminal trucks with extended duty battery pack.

Orange EV Pure Electric Terminal Truck

Orange EV Pure Electric Terminal Truck

Orange EV electric terminal trucks have been operating up to 24+ hours per charge at sites from single shift to 24×7 in: railroad intermodal, LTL freight, manufacturing, retail distribution, waste management and warehouse container handling.  Businesses and organizations with fleets in California can get a preliminary voucher amount of $95,000 per truck, increasable up to $120,000 and stackable with other incentive programs to lower initial purchase price.

California HVIP vouchers dramatically simplify and speed up the process of obtaining funds, thereby accelerating vehicle deployment,” said Mike Saxton, OrangeEV chief commercial officer.  “Orange EV’s T-series and the corresponding voucher amount are all pre-approved, eliminating uncertainty and enabling fleets to execute deployment plans without having to go out-of-pocket for the additional capital.” 

The voucher request including purchaser terms & conditions is a total of four pages long; vouchers can be approved within days.  Participating fleets commit to operating trucks in California for a minimum of three years, after which they may redeploy vehicles as needed.  HVIP funds are paid directly to Orange EV thus directly reducing the capital fleets need to purchase T-Series trucks.

Orange EV has consistently been the first OEM approved, funded and delivering commercially available terminal trucks under incentive programs that can pay more than half of vehicle purchase price.  The balance can be financed, further reducing initial cash outlay and helping fleets pay the balance from savings in large expense items like diesel fuel.  Fleets can spend annually on diesel fuel half or more of what they spend to buy the diesel truck in the first place.  The penalties companies pay for operating older, dirtier trucks in California further increase the true cost of diesels.  Because fleets can see lower total cost of ownership with electric compared to diesel terminal trucks, financing enables them to deploy electric trucks using budgets planned to buy and operate diesels.  Incentives will continue to be an important tool to accelerate initial deployments, but it’s the per truck savings that will drive fleet-wide adoption.

“It makes financial sense to begin deployment now” according to Saxton, “but if the financial upside of going electric isn’t enough, regulatory mandates have increased the urgency.”  Strict mandates like those in California Assembly Bill 32 aim to reduce GHG emissions to 1990 levels by 2020, with another 80 percent reduction below 1990 levels by 2050.  Companies adopting now using available incentives are renewing their fleet assets and lowering annual operating costs at a lower capital investment.  

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24 Comments on "This Electric Truck Qualifies For Up To $120,000 In Incentives"

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Why do they have to make it look so unlike a normal truck??

From wikipedia:
A terminal tractor, known in the United States as a spotting tractor, yard truck, yard goat, yard jockey or mule, is a semi-tractor intended to move semi trailers within a cargo yard, warehouse facility, or intermodal facility, much like a switcher locomotive is used to position railcars

The diesel terminal trucks look the same as the electric terminal trucks:

All yard trucks look like that.

In case it’s not clear from the previous responses: The biggest reason for the odd look is that terminal trucks aren’t designed to run at highway speeds, so streamlining is not a design goal for these vehicles.

Yard trucks aren’t intended for open road use, they typically movie trailers around outside of a warehouse, or around an industrial park. They are as little truck as absolutely needed. Why spend more money putting on things that would never be used, like a passenger seat and passenger side door?

Another common use besides container terminals is in car and freight ferry terminals. Probably not that common in the US s I don’t think much truck traffic is done by long ferry routes. But here in Denmark I see them every time I take a ferry from Jutland to Norway or Sweden. Instead of truck drivers wasting maybe 8 hours or more on a ferry to arrive and then on the ferry crossing, they just drop off the trailer at the parking lot in the ferry terminal. Then ferry terminal staff will drive the trailers on board with terminal trucks once the ferry arrives. Then another terminal truck will pick it up on the ferry at the other end after the crossing and another truck driver will pick it up there at the terminal parking lot. The terminal truck drivers are also much faster and skilled at manoeuvring the trailers on board and off board again than regular truck drivers and don’t need someone directing them where to park. Plus trailers take up less space on the ferry when every trailers doesn’t come with a truck too. On ferries, electrical terminal trucks would be an even bigger plus than in… Read more »

Here’s a video of terminal tractors loading a ferry, sometimes with two containers on top of other. Also notice how they can turn the seat and steering wheel around so they drive up to a trailer without look backwards or driving reverse with an empty container trailer.

I see trucks like these at shipping terminals – rail yards, trucking terminals and seaports.

The key question is what do these terminal trucks cost in comparison to diesel trucks? Their website doesn’t say.

My first thought, too – why do these sorts of articles always forget to add the punch line (good or bad)? The author has gone to all the effort of putting the article together, why not take the extra 2% effort to answer the most obvious question of all?

This link has an interview with the CEO. The price per truck and compared to normal cost is a little murky. It does not say if it includes the rebate or not. I know at our company, the T-trucks cost about $65K versus the Up to $125K they state.

That’s what I wonder – these incentives are massive, and I assume that they only cut into the cost, not covering the price completely. Doesn’t make sense for them to be that expensive.

“…there should be no excuse for not buying this truck if you were shopping for a heavy hauler.”

That’s ignoring the fact that this truck is intended only as a “terminal truck”, which means it’s designed and built only for use in a port or freight yard. It is not designed or built for traveling at highway speed, nor for long distances.

That’s definitely a niche market, and I think a rather small niche at that.

The problem though is that in CA they’ll be paying more in electricity costs than the equivalent in diesel more than likely!

Doubtful- commercial electric rates in CA are pretty low.

At my work in Southern California rates are around $.15/kWh. My home super off peak rate for charging my car is $.11/kWh. So this will be less than diesel. I pay the equivalent of $1/gallon.

DJ said:

“The problem though is that in CA they’ll be paying more in electricity costs than the equivalent in diesel more than likely!”

Clearly you haven’t done the math.

Electricity will be much cheaper than diesel, in every market except possibly Hawaii and Alaska, where electricity rates are about twice the national average. Even in those places, I think electricity will be marginally cheaper.

I tried to google “terminal truck sales”, but couldn’t find a good source yet. Does anyone have any idea about yearly worldwide sales on these kinds of trucks?

Anyone know of the cost of one of these? With that big of an incentive, buy one and park it as a huge home battery bank.

These terminal trucks operate 16-20 hours/day and electric conversion makes perfect sense in light of reducing pollution and return on investment.

Don’t forget that that diesel terminal trucks sit around idling a big percentage of the time. Miles/gallon is very low so electric will be much better.


I once saw a map of cancer rates for the port area or San Pedro, CA. It was shown as concentric partial circles around the port, where the cancer rate went down to “normal” as you went farther from the port.

Sorry, but I remember have the reference.

It made me sad for the people living and working in that area.

This is a small but important step to alleviate the problem.

Next is to clean up the ship exhaust.