Meet The Orange EV Electric Terminal Truck

MAR 18 2015 BY MARK KANE 10

Orange EV seems to be one of the newest player on the EV scene.  Last year, Orange launched its T-Series pure electric terminal truck.

From the outside looks, it reminds us of electric trucks offered previously by Balqon Corporation.

According to the Orange EV’s website, trucks can work 10 hours or more on a single charge of its 160 kWh battery pack.

There is no specifications nor a price list, but Orange EV highlights the availability of $150,000 incentives to buy one. $150,000 is probably more than enough to bring the price below that of a diesel terminal truck, but will the industry switch to electric oranges?

“Orange EV announced it is now offering zero-emission electric terminal trucks for on-road use in addition to trucks its produces for off-road use. Operators moving trailers among different facilities and requiring on-road access can enjoy the same reduced-cost, zero emission solution as an off-road yard truck operator.

Go green with Orange EV’s plug-in, zero-emission electric truck. Operators save $150,000 at purchase while also saving from day one on fuel, maintenance and other costs.

The T-Series remains the only terminal truck solution that qualifies for financial incentives through Drive Clean Chicago (DCC). The incentive amounts recently increased to $150,000 per truck, directly reducing price to the end customer. The on-road T-Series is also approved for DCC incentives at the $150,000 level.

Fleet owners can buy an Orange EV electric terminal truck at prices at or below the cost of a new diesel.

Operators know terminal trucks by many names including: hostler, yard truck, mule, spotter, yard horse, yard dog, shifter, buggy and more. Diesel trucks traditionally used to move semi trailers around a yard are dirty, cause cancer and can have difficulties operating in cold weather. Orange EV electric terminal trucks provide power on demand while being better for people, the environment and bottom line financials. Driver’s enjoy low vibration, quiet, and zero emissions. Fleet managers like the reduced maintenance and fuel cost. Both appreciate that removing an older, heavy-use diesel terminal truck is comparable to taking almost 100 passenger vehicles off the road and eliminating 832 tons of CO2, 23 tons of NOx, and 13 tons of CO over a 10 year period.

Orange EV’s electric terminal truck has been tested and proven in a range of fleet operating environments including LTL freight transportation, distribution, manufacturing, and intermodal services. These customer tests showed that an electric terminal truck can reliably do the job of current diesel trucks while delivering far greater environmental and financial value.

Interested customers should call Orange EV at (866) 688-5223 to test drive the truck and request a customized analysis showing cost savings and emission reduction compared to their current fleet.”

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10 Comments on "Meet The Orange EV Electric Terminal Truck"

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What’s the top speed? I’m guessing this isn’t intended to be driven on the highway.

160 kWh for a battery pack, for what I guess is a low-to-medium-speed semi tractor which isn’t intended to be driven on public roads!

Sadly, this underscores how far we are from having long-distance heavy freight truck EVs.

I don’t think anyone expects a long distance truck EV.

Those should clearly be hybrid, like the Volt.
Or the Mitsubishi design.

I expect long-distance truck EVs; just not within the next few years. We’ll need batteries that are much cheaper per kWh, and which can be charged much more quickly; or else batteries that are much cheaper plus battery swap stations restricted to fleet usage along heavily traveled freight routes.

About half of an independent trucker’s total annual expenses is buying fuel. There is a huge potential there for EV freight trucks to save money on fuel, but batteries have to improve significantly before that potential can be fulfilled.

They can also use natural gas. It is cheaper and less CO2 emissions.

Yes, and my amazement grows every year that there is no significant movement in the long-distance freight trucking industry to retrofit diesel semi tractors to use natural gas, or at least dual fuel use. The cost savings would be enormous. I realize that there is a “chicken and the egg” barrier there, with few if any truck stops offering natural gas fuel at present. But large fleets could set up their own natural gas refueling truck stops along heavily traveled routes. Surely it would pay them to do so! And if trucks were retrofitted for dual fuel use, it wouldn’t even restrict those trucks to those routes.

http://www.ccjdigital.com/natural-gas-and-diesel-dual-fuel-engines-do-the-numbers-add-up/

The natural-gas “pumps” are already being installed along major routes, Tesla-like (and not CHAdeMO-concentrated). The industry has already begun switching to LNG.

“Yard Trucks” like that aren’t meant for speed. I’ve got a couple industrial parks along my commute, and I see them all the time. They generally haul a load from one warehouse to another. I’d bet they don’t go more than twenty miles in a day, but it’s all start and stop. From one dock to another. I don’t think I’ve ever seen one go faster than 35.

That’s what’s called a yard goat, at least in the S.F. bay area. It’s used almost wholly inside the terminal yard to move trailers around the yard, primarily backing them up to or pulling them away from the dock, and making up or occasionally breaking up sets of doubles (triples, in states that allow them). Very rarely it might make a short move outside of the terminal, to a nearby rail yard or pier.

10 hours of operation, assuming that’s all weather, might be enough for single-shift working but not for double or triple shifts, and many terminals are 24 hour operations now. Even assuming two 15 minute coffee breaks and a half hour lunch per shift with no overlap, that’s not enough charging time. So, might be okay for some situations, but not intensive use.

Ford has been using Balqon electric tractors for the past 5 years here in Michigan for yard duty. The 2010 model had 140kWh, models now have 220kWh and Ford thrashes the hell out of them daily.

Pay careful attention to what manufacturers like Ford are using behind-the-scenes, absent government incentives and regulation, and largely absent PR. Look at their evolution for an uncontaminated forecast. A 1.6x increase in battery capacity in 5 years. It’s not much, but do you really think gen 2 cars will achieve much more than that?

Well, we will see what actually happens over the next 2-3 years. I admit to some astonishment that various EV makers are… if not actually promising, then at least talking seriously about nominally “200 mile” EVs within two years. Nissan describes its Leaf as a “100 mile EV”, so that would be doubling the range.

I would have expected the range increase to be more gradual, but if the development proceeds as they’re planning, the range increase won’t be gradual at all.