Meat Locker Syndrome – summer thermostat battle begins

By Canada News Wire


NFPA 70e Training

Our customized live online or in‑person group training can be delivered to your staff at your location.

  • Live Online
  • 6 hours Instructor-led
  • Group Training Available
Regular Price:
$199
Coupon Price:
$149
Reserve Your Seat Today
For the fifth year, Toronto Hydro-Electric System went to the polls to probe Torontonians on electricity use. The annual Peak Out Poll continues to shed light on what's irking customers or what they think about conservation.

In the midst of the first Toronto heatwave, men and women will begin to nit-pick on the temperature at home and at work. In fact, 25 per cent of Torontonians feel that the office is too cold, and will still go to lengths to dress differently for inside temperatures. The statistics haven't changed despite the ongoing awareness of the importance of conservation – last year 28 per cent found the temperature too chilly.

"More than 50 per cent of an electricity bill is attributed to heating and cooling. Conservation is simple and it saves money. By just increasing the temperature by one degree, customers use three to five per cent less energy," says David O'Brien, President and CEO, Toronto Hydro Corporation.

The sweater remains the most popular item at 26 per cent, followed by pants (23 per cent), socks and shoes (21 per cent), a jacket (13 per cent) and a shawl or sweatshirt (about 10 per cent each.) Even more alarming is the other coping mechanisms offsetting conservation efforts: two-in-ten Torontonians use a space heater, tape up vents or do other things to block a blast of cold air.

Counter-intuitively, 45 per cent have worn a jacket inside and then taken it off outside; and another 44 per cent have had colleagues do the same. And this year, there is no change in the gender preference: women are more likely to think that it's too cold, versus men who find the temperature is either too hot or just right during the summer months.

Related News

Why Is Central Asia Suffering From Severe Electricity Shortages?

Central Asia power shortages strain grids across Kazakhstan, Uzbekistan, Kyrgyzstan, Tajikistan, and Turkmenistan, driven by drought-hit hydropower, aging coal and gas plants, rising demand, cryptomining loads, and winter peak consumption risks.

 

Key Points

Regionwide blackouts from drought, aging plants and grids, rising demand, and winter peaks stressing Central Asia.

✅ Drought slashes hydropower in Kyrgyzstan, Tajikistan, Uzbekistan

✅ Aging coal and gas TPPs and weak grids cause frequent outages

✅ Cryptomining loads and winter heating spike demand and stress supply

 

Central Asians from western Kazakhstan to southern Tajikistan are suffering from power and energy shortages that have caused hardship and emergency situations affecting the lives of millions of people.

On October 14, several units at three power plants in northeastern Kazakhstan were shut down in an emergency that resulted in a loss of more than 1,000 megawatts (MW) of electricity.

It serves as an example of the kind of power failures that plague the region 30 years after the Central Asian countries gained independence and despite hundreds of millions of dollars being invested in energy infrastructure and power grids, and echo risks seen in other advanced markets such as Japan's near-blackouts during recent cold snaps.

Some of the reasons for these problems are clear, but with all the money these countries have allocated to their energy sectors and financial help they have received from international financial institutions, it is curious the situation is already so desperate with winter officially still weeks away.


The Current Problems
Three power plants were affected in the October 14 shutdowns of units: Ekibastuz-1, Ekibastuz-2, and the Aksu power plant.

Ekibastuz-1 is the largest power plant in Kazakhstan, capable of generating some 4,000 MW, roughly 13 percent of Kazakhstan’s total power output.

The Kazakhstan Electricity Grid Operating Company (KEGOC) explained the problems resulted partially from malfunctions and repair work, but also from overuse of the system that the government would later say was due to cryptominers, a large number of whom have moved to Kazakhstan recently from China after Beijing banned the mining needed by Bitcoin and other cryptocurrencies, amid its own China's power cuts across several provinces in 2021.

But between November 8 and 9, rolling blackouts were reported in the East Kazakhstan, North Kazakhstan, and Kyzylorda provinces, as well as the area around Almaty, Kazakhstan’s biggest city, and Shymkent, its third largest city.

People in Uzbekistan say they, too, are facing blackouts that the Energy Ministry described as “short-term outages,” even as authorities have looked to export electricity to Afghanistan to support regional demand, though it has been clear for several weeks that the country will have problems with natural gas supplies this winter.


Power lines in Uzbekistan
Kyrgyz President Sadyr Japarov continues to say there won't be any power rationing in Kyrgyzstan this winter, but at the end of September the National Energy Holding Company ordered “restrictions on the lighting of secondary streets, advertisements, and facades of shops, cafes, and other nonresidential customers.”

Many parts of Tajikistan are already experiencing intermittent supplies of electricity.

Even in Turkmenistan, a country with the fourth-largest reserves of natural gas in the world, there were reports of problems with electricity and heating in the capital, Ashgabat.


What Is Going On?
The causes of some of these problems are easy to see.

The population of the region has grown significantly, with the population of Central Asia when the Soviet Union collapsed in late 1991 being some 50 million and today about 75 million.

Kyrgyzstan and Tajikistan are mountainous countries that have long been touted for their hydropower potential and some 90 percent of Kyrgyzstan’s domestically produced electricity and 98 percent of Tajikistan’s come from hydropower.

But a severe drought that struck Central Asia this year has resulted in less hydropower and, in general, less energy for the region, similar to constraints seen in Europe's reduced hydro and nuclear output this year.

Tajik authorities have not reported how low the water in the country’s key reservoirs is, but Kyrgyzstan has reported the water level in the reservoir at its Toktogul hydropower plant (HPP) is 11.8 billion cubic meters (bcm), the lowest level in years and far less than the 14.7 bcm of water it had in November 2020.

The Toktogul HPP, with an installed capacity of 1,200 MW, provides some 40 percent of the country's domestically produced electricity, but operating the HPP this winter to generate desperately needed energy brings the risk of leaving water levels at the reservoir critically low next spring and summer when the water is also needed for agricultural purposes.

This year’s drought is something Kyrgyzstan and Tajikistan will have to take into consideration as they plan how to provide power for their growing populations in the future. Hydropower is a desirable option but may be less reliable with the onset of climate change, prompting interest in alternatives such as Ukraine's wind power to diversify generation.

Uzbekistan is also feeling the effects of this year’s drought, and, like the South Caucasus where Georgia's electricity imports have increased, supply shortfalls are testing grids.

According to the International Energy Agency, HPPs account for some 12 percent of Uzbekistan’s generating capacity.

Uzbekistan’s Energy Ministry attributed low water levels at HPPs that have caused a 23 percent decrease in hydropower generation this year.


A reservoir in Kyrgyzstan
Kazakhstan and Uzbekistan are the most populous Central Asian countries, and both depend on thermal power plants (TPP) for generating most of their electricity.

Most of the TPPs in Kazakhstan are coal-fired, while most of the TPPs in Uzbekistan are gas-fired.

Kazakhstan has 68 power plants, 80 percent of which are coal-fired TPPs, and most are in the northern part of the country where the largest deposits of coal are located. Kazakhstan has the world's 10th largest reserves of coal.

About 88 percent of Uzbekistan’s electricity comes from TTPs, most of which use natural gas.

Uzbekistan’s proven reserves are some 800 billion cubic meters, but gas production in Uzbekistan has been decreasing.

In December 2020, Uzbek President Shavkat Mirziyoev ordered a halt to the country’s gas exports and instructed that gas to be redirected for domestic use. Mirziyoev has already given similar instructions for this coming winter.


How Did It Come To This?
The biggest problem with the energy infrastructure in Central Asia is that it is generally very old. Nearly all of its power plants date back to the Soviet era -- and some well back into the Soviet period.

The use of power plants and transmission lines that some describe as “obsolete” and a few call “decrepit” has unfortunately been a necessity in Central Asia, even as regional players pursue new interconnections like Iran's plan to transmit electricity to Europe as a power hub.

Reporting on Kazakhstan in September 2016, the Asian Development Bank (ADB) said, “70 percent of the power generation infrastructure is in need of rehabilitation.”

The Ekibastuz-1 TPP is relatively new by the power-plant standards of Central Asia. The first unit of the eight units of the TPP was commissioned in 1980.

The first unit at the AKSU TPP was commissioned in 1968, and the first unit of the gas- and fuel-fired TPP in southern Kazakhstan’s Zhambyl Province was commissioned in 1967.

 

Related News

View more

Amazon launches new clean energy projects in US, UK

Amazon Renewable Energy Projects advance net zero goals with a Scotland wind farm PPA and US solar farms in North Carolina and Virginia, delivering clean power, added capacity, and lower carbon emissions across cloud operations.

 

Key Points

Amazon initiatives adding wind and solar capacity in the UK and US to cut carbon and power cloud operations.

✅ Largest UK corporate wind PPA on Scotland Kintyre Peninsula

✅ Two US solar farms in North Carolina and Virginia

✅ 265 MW added capacity, 668,997 MWh clean power annually

 

Amazon is launching three renewable energy projects in the United States and the United Kingdom that support Amazon’s commitment to using net zero carbon energy by 2040.

The U.K. project is a wind farm on the Kintyre Peninsula in Scotland, aligned with a 10 GW renewables contract boosting the U.K. grid. It will generate 168,000 megawatt hours (MWh) of clean energy each year, enough to power 46,000 U.K. homes. It will be the largest corporate wind power purchase agreement (PPA) in the U.K.

Offshore wind energy in the UK is powering up rapidly, complementing onshore developments.

The other two are solar projects – one in Warren County, N.C, and the other in Prince George County, Va, reflecting broader US solar and wind growth trends nationwide. Together, they are expected to generate 500,997 MWh of energy annually. It is Amazon’s second renewable energy project in North Carolina, following the Amazon Wind Farm US East operated by Avangrid Renewables, and eighth in Virginia.

The three new Amazon wind and solar projects – which are expected to be in operation in 2012 — will provide 265 MW of additional renewable capacity, and align with U.K. wind power lessons for the U.S. market nationwide.

“In addition to the environmental benefits inherently associated with running applications in the cloud, Amazon is committed to minimizing our carbon emissions and reaching 80% renewable energy use across the company by 2024. We’ve announced eight projects this year and have more projects on the horizon – and we’re committed to investing in renewable energy as a critical step toward addressing our carbon footprint globally,” Kara Hurst, director of sustainability at Amazon, said. “With nearly 70 renewable energy projects around the globe – including 54 solar rooftops – we are making significant progress towards reaching Amazon’s company-wide commitment to reach 100% renewable energy by 2030.”

Amazon has launched 18 utility-scale wind and solar renewable energy projects to date, and in parallel, Duke Energy Renewables has acquired three California solar projects, underscoring sector momentum. They will generate over 1,600 MW of renewable capacity and deliver more than 4.6 million MWh of clean energy annually. Amazon has also installed more than 50 solar rooftops on fulfillment centers and sort centers around the world. They generate 98 MW of renewable capacity and deliver 130,000 MWh of clean energy annually.

“Today’s announcement by Amazon is another important step for North Carolina’s clean energy plan that will increase our reliance on renewables and reduce our greenhouse gas emissions,” North Carolina Governor Roy Cooper said. “Not only is this the right thing to do for our planet, it’s the right thing to do for our economy. More clean energy jobs means better jobs for North Carolina families.”

Amazon reports on its sustainability commitments, initiatives, and performance on a new web site the company recently launched. It includes information on Amazon’s carbon footprint and other metrics and updates the company’s progress towards reaching The Climate Pledge. 

“It’s wonderful to see the announcement of these new projects, helping bring more clean energy to the Commonwealth of Virginia where Amazon is already recognized as a leader in bringing renewable energy projects online,” Virginia Governor Ralph Northam said. “These solar farms help reaffirm the Commonwealth’s role as a leading producer of clean energy in the U.S., helping take the nation forward in responding to climate change.”

 

Related News

View more

Why electric buses haven't taken over the world—yet

Electric Buses reduce urban emissions and noise, but require charging infrastructure, grid upgrades, and depot redesigns; they offer lower operating costs and simpler maintenance, with range limits influencing routes, schedules, and on-route fast charging.

 

Key Points

Battery-electric buses cut emissions and noise while lowering operating and maintenance costs for transit agencies.

✅ Lower emissions, noise; improved rider experience

✅ Requires charging, grid upgrades, depot redesigns

✅ Range limits affect routes; on-route fast charging helps

 

In lots of ways, the electric bus feels like a technology whose time has come. Transportation is responsible for about a quarter of global emissions, and those emissions are growing faster than in any other sector. While buses are just a small slice of the worldwide vehicle fleet, they have an outsize effect on the environment. That’s partly because they’re so dirty—one Bogotá bus fleet made up just 5 percent of the city’s total vehicles, but a quarter of its CO2, 40 percent of nitrogen oxide, and more than half of all its particulate matter vehicle emissions. And because buses operate exactly where the people are concentrated, we feel the effects that much more acutely.

Enter the electric bus. Depending on the “cleanliness” of the electric grid into which they’re plugged, e-buses are much better for the environment. They’re also just straight up nicer to be around: less vibration, less noise, zero exhaust. Plus, in the long term, e-buses have lower operating costs, and related efforts like US school bus electrification are gathering pace too.

So it makes sense that global e-bus sales increased by 32 percent last year, according to a report from Bloomberg New Energy Finance, as the age of electric cars accelerates across markets worldwide. “You look across the electrification of cars, trucks—it’s buses that are leading this revolution,” says David Warren, the director of sustainable transportation at bus manufacturer New Flyer.

Today, about 17 percent of the world’s buses are electric—425,000 in total. But 99 percent of them are in China, where a national mandate promotes all sorts of electric vehicles. In North America, a few cities have bought a few electric buses, or at least run limited pilots, to test the concept out, and early deployments like Edmonton's first e-bus offer useful lessons as systems ramp up. California has even mandated that by 2029 all buses purchased by its mass transit agencies be zero-emission.

But given all the benefits of e-buses, why aren’t there more? And why aren’t they everywhere?

“We want to be responsive, we want to be innovative, we want to pilot new technologies and we’re committed to doing so as an agency,” says Becky Collins, the manager of corporate initiative at the Southeastern Pennsylvania Transportation Authority, which is currently on its second e-bus pilot program. “But if the diesel bus was a first-generation car phone, we’re verging on smartphone territory right now. It’s not as simple as just flipping a switch.”

One reason is trepidation about the actual electric vehicle. Some of the major bus manufacturers are still getting over their skis, production-wise. During early tests in places like Belo Horizonte, Brazil, e-buses had trouble getting over steep hills with full passenger loads. Albuquerque, New Mexico, canceled a 15-bus deal with the Chinese manufacturer BYD after finding equipment problems during testing. (The city also sued). Today’s buses get around 225 miles per charge, depending on topography and weather conditions, which means they have to re-up about once a day on a shorter route in a dense city. That’s an issue in a lot of places.

If you want to buy an electric bus, you need to buy into an entire electric bus system. The vehicle is just the start.

The number one thing people seem to forget about electric buses is that they need to get charged, and emerging projects such as a bus depot charging hub illustrate how infrastructure can scale. “We talk to many different organizations that get so fixated on the vehicles,” says Camron Gorguinpour, the global senior manager for the electric vehicles at the World Resources Institute, a research organization, which last month released twin reports on electric bus adoption. “The actual charging stations get lost in the mix.”

But charging stations are expensive—about $50,000 for your standard depot-based one. On-route charging stations, an appealing option for longer bus routes, can be two or three times that. And that’s not even counting construction costs. Or the cost of new land: In densely packed urban centers, movements inside bus depots can be tightly orchestrated to accommodate parking and fueling. New electric bus infrastructure means rethinking limited space, and operators can look to Toronto's TTC e-bus fleet for practical lessons on depot design. And it’s a particular pain when agencies are transitioning between diesel and electric buses. “The big issue is just maintaining two sets of fueling infrastructure,” says Hanjiro Ambrose, a doctoral student at UC Davis who studies transportation technology and policy.

“We talk to many different organizations that get so fixated on the vehicles. The actual charging stations get lost in the mix as the American EV boom gathers pace across sectors.”

Then agencies also have to get the actual electricity to their charging stations. This involves lengthy conversations with utilities about grid upgrades, rethinking how systems are wired, occasionally building new substations, and, sometimes, cutting deals on electric output, since electric truck fleets will also strain power systems in parallel. Because an entirely electrified bus fleet? It’s a lot to charge. Warren, the New Flyer executive, estimates it could take 150 megawatt-hours of electricity to keep a 300-bus depot charged up throughout the day. Your typical American household, by contrast, consumes 7 percent of that—per year. “That’s a lot of work by the utility company,” says Warren.

For cities outside of China—many of them still testing out electric buses and figuring out how they fit into their larger fleets—learning about what it takes to run one is part of the process. This, of course, takes money. It also takes time. Optimists say e-buses are more of a question of when than if. Bloomberg New Energy Finance projects that just under 60 percent of all fleet buses will be electric by 2040, compared to under 40 percent of commercial vans and 30 percent of passenger vehicles.

Which means, of course, that the work has just started. “With new technology, it always feels great when it shows up,” says Ambrose. “You really hope that first mile is beautiful, because the shine will come off. That’s always true.”

 

Related News

View more

Egypt's renewable energy to reach 6.6 GW by year-end

Egypt Renewable Energy Expansion targets solar and wind power projects to diversify the energy mix, adding 6.6 GW by 2020 and reaching 8,200 MW, with UK cooperation, grid upgrades, and investment in the electricity sector.

 

Key Points

A plan to boost solar and wind by 6.6 GW by 2020, reaching 8,200 MW and diversifying Egypt's energy mix.

✅ Adds 6.6 GW by 2020; targets 8,200 MW total capacity

✅ Focus on solar, wind, grid upgrades, and investment

✅ UK-Egypt cooperation in electricity sector projects

 

Egypt is planning to expand into renewable energy projects in a bid to increase its contribution to the energy mix, in step with global records being set in renewables, and amid Saudi Arabia’s 60 GW drive in the region, the country’s minister of electricity and renewable energy Mohamed Shaker said.

Renewable power is expected to add 6.6 gigawatts (GW) by the end of 2020, a scale comparable to Saudi wind expansion underway, with plans to reach 8,200 megawatts (MW) after the completion of the renewable energy projects currently under consideration, reflecting gains seen since IRENA’s 2016 record year for renewables, Shaker added in a statement on Tuesday, even as regional challenges persist.

This came during the minister’s video-conference meeting with the British ambassador to Egypt Geoffrey Adams to explore the potential means for cooperation between the two countries in the electricity sector, including lessons from the UK project backlog now affecting investments and from Ireland’s green-electricity goals being pursued.

 

Related News

View more

Looming Coal and Nuclear Plant Closures Put ‘Just Transition’ Concept to the Test

Just Transition for Coal and Nuclear Workers explains policy frameworks, compensation packages, retraining, and community support during decarbonization, plant closures, and energy shifts across Europe and the U.S., including Diablo Canyon and Uniper strategies.

 

Key Points

A policy approach to protect and retrain legacy power workers as coal and nuclear plants retire during decarbonization.

✅ Germany and Spain fund closures with compensation and retraining.

✅ U.S. lacks federal support; Diablo Canyon is a notable exception.

✅ Firms like Uniper convert coal sites to gas and clean energy roles.

 

The coronavirus pandemic has not changed the grim reality facing workers at coal and nuclear power plants in the U.S. and Europe. How those workers will fare in the years ahead will vary greatly based on where they live and the prevailing political winds.

In Europe, the retirement of aging plants is increasingly seen as a matter of national concern. Germany this year agreed to a €40 billion ($45 billion) compensation package for workers affected by the country's planned phaseout of coal generation by 2038, amid its broader exit from nuclear power as part of its energy transition. Last month the Spanish authorities agreed on a just transition plan affecting 2,300 workers across 12 thermal power plants that are due to close this year.

In contrast, there is no federal support plan for such workers in the U.S., said Tim Judson, executive director at the Maryland-based Nuclear Information and Resource Service, which lobbies for an end to nuclear and fossil-fuel power.

For all of President Donald Trump’s professed love of blue-collar workers in sectors such as coal, “where there are economic transitions going on, we’re terrible at supporting workers and communities,” Judson said of the U.S. Even at the state level, support for such workers is "almost nonexistent,” he said, “although there are a lot of efforts going on right now to start putting in place just transition programs, especially for the energy sector.”

One example that stands out in the U.S. is the support package secured for workers at utility PG&E's Diablo Canyon Power Plant, California's last operating nuclear power plant that is scheduled for permanent closure in 2025. “There was a settlement between the utility, environmental groups and labor unions to phase out that plant that included a very robust just transition package for the workers and the local community,” Judson said.

Are there enough clean energy jobs to replace those being lost?
Governments are more likely to step in with "just transition" plans where they have been responsible for plant closures in the first place. This is the case for California, Germany and Spain, all moving aggressively to decarbonize their energy sectors and pursue net-zero emissions policy goals.

Some companies are beginning to take a more proactive approach to helping their workers with the transition. German energy giant Uniper, for example, is working with authorities to save jobs by seeking to turn coal plants into lower-emissions gas-fired units.

Germany’s coal phaseout will force Uniper to shut down 1.5 gigawatts of hard-coal capacity by 2022, but the company has said it is looking at "forward-looking" options for its plants that "will be geared toward tomorrow's energy world and offer long-term employment prospects."

Christine Bossak, Uniper’s manager of external communications, told GTM this approach would be adopted in all the countries where Uniper operates coal plants.

Job losses are usually inevitable when a plant is closed, Bossak acknowledged. “But the extent of the reduction depends on the alternative possibilities that can be created at the site or other locations. We will take care of every single employee, should he or she be affected by a closure. We work with the works council and our local partners to find sustainable solutions.”

Diana Junquera Curiel, energy industry director for the global union federation IndustriALL, said such corporate commitments looked good on paper — but the level of practical support depends on the prevailing political sentiment in a country, as seen in Germany's nuclear debate over climate strategy.

Even in Spain, where the closure of coal plants was being discussed 15 years ago, a final agreement had to be rushed through at the last minute upon the arrival of a socialist government, Junquera Curiel said. An earlier right-wing administration had sat on the plan for eight years, she added.

The hope is that heel-dragging over just transition programs will diminish as the scale of legacy plant closures grows.

Nuclear industry facing a similar challenge as coal
One reason why government support is so important is there's no guarantee a burgeoning clean energy economy will be able to absorb all the workers losing legacy generation jobs. Although the construction of renewable energy projects requires large crews, it often takes no more than a handful of people to operate and maintain a wind or solar plant once it's up and running, Junquera Curiel observed.

Meanwhile, the job losses are unlikely to slow. In Europe, Austria and Sweden both closed their last coal-fired units recently, even as Europe loses nuclear capacity in key markets.

In the U.S., the Energy Information Administration's base-case prediction is that coal's share of power generation will fall from 24 percent in 2019 to 13 percent in 2050, while nuclear's will fall from 20 percent to 12 percent over that time horizon. The EIA has long underestimated the growth trajectory of renewables in the mix; only in 2020 did it concede that renewables will eventually overtake natural gas as the country's largest source of power.

The Institute for Energy Economics and Financial Analysis has predicted that even a coronavirus-inspired halt to renewables is unlikely to stop a calamitous drop in coal’s contribution to U.S. generation.

The nuclear sector faces a similar challenge as coal, albeit over a longer timeline. Last year saw the nuclear industry starting to lose capacity worldwide in what could be the beginning of a terminal decline, highlighted by Germany's shutdown of its last three reactors in 2023. Last week, the Indian Point Energy Center closed permanently after nearly half a century of cranking out power for New York City.*

“Amid ongoing debates over whether to keep struggling reactors online in certain markets, the industry position would be that governments should support continued operation of existing reactors and new build as part of an overall policy to transition to a sustainable clean energy system,” said Jonathan Cobb, senior communication manager at the World Nuclear Association.

If this doesn’t happen, plant workers will be hoping they can at least get a Diablo Canyon treatment. Based on the progress of just transition plans so far, that may depend on how they vote just as much as who they work for.

 

Related News

View more

Electric vehicles to transform the aftermarket … eventually

Heavy-Duty Truck Electrification is disrupting the aftermarket as diesel declines: fewer parts, regenerative braking, emissions rules, e-drives, gearboxes, and software engineering needs reshape service demand, while ICE fleets persist for years.

 

Key Points

Transition of heavy trucks to EV systems, reducing parts and emissions while reshaping aftermarket service and skills.

✅ 33% fewer parts; regenerative braking slashes brake wear

✅ Diesel share declines; EVs and natural gas slowly gain

✅ Aftermarket shifts to e-drives, gearboxes, software and service

 

Those who sell parts and repair trucks might feel uneasy when reports emerge about a coming generation of electric trucks.

There are reportedly about 33% fewer parts to consider when internal combustion engines and transmissions are replaced by electric motors. Features such as regenerative braking are expected to dramatically reduce brake wear. As for many of the fluids needed to keep components moving? They can remain in their tanks and drums.

Think of them as disruptors. But presenters during the annual Heavy Duty Aftermarket Dialogue are stressing that the changes are not coming overnight. Chris Patterson, a consultant and former Daimler Trucks North America CEO, noted that the Daimler electrification plan underscores the shift as he counts just 50 electrified heavy trucks in North America.

About 88% of today’s trucks run on diesel, with the remaining 12% mostly powered by gasoline, said John Blodgett, MacKay and Company’s vice-president of sales and marketing. Five years out, even amid talk of an EV inflection point, he expects 1% to be electric, 2% to be natural gas, 12% to be gasoline, and 84% on diesel.

But a decade from now, forecasts suggest a split of 76% diesel, 11% gasoline, 7% electric, and 5% natural gas, with a fraction of a percent relying on hydrogen-electric power. Existing internal combustion engines will still be in service, and need to be serviced, but aftermarket suppliers are now preparing for their roles in the mix, especially as Canada’s EV opportunity comes into focus for North American players.

“This is real, for sure,” said Delphi Technologies CEO Rick Dauch.

Aftermarket support is needed
“As programs are launched five to six years from now, what are the parts coming back?” he asked the crowd. “Braking and steering. The fuel injection business will go down, but not for 20-25 years.” The electric vehicles will also require a gear box and motor.

“You still have a business model,” he assured the crowd of aftermarket professionals.

Shifting emissions standards are largely responsible for the transformation that is occurring. In Europe, Volkswagen’s diesel emissions scandal and future emissions rules of Euro 7 will essentially sideline diesel-powered cars, even as electric buses have yet to take over transit systems. Delphi’s light-duty diesel business has dropped 70% in just five years, leading to plant closures in Spain, France and England.

“We’ve got a billion-dollar business in electrification, last year down $200 million because of the downturn in light-duty diesel controllers,” Dauch said. “We think we’re going to double our electrification business in five years.”

That has meant opening five new plants in Eastern European markets like Turkey, Romania and Poland alone.

Deciding when the market will emerge is no small task, however. One new plant in China offered manufacturing capacity in July 2019, but it has yet to make any electric vehicle parts, highlighting mainstream EV challenges tied to policy shifts, because the Chinese government changed the incentive plans for electric vehicles.

‘All in’ on electric vehicles
Dana has also gone “all in” on electrification, said chairman and CEO Jim Kamsickas, referring to Dana’s work on e-drives with Kenworth and Peterbilt. Its gasket business is focusing on the needs of battery cooling systems and enclosures.

But he also puts the demand for new electric vehicle systems in perspective. “The mechanical piece is still going to be there.”

The demand for the new components and systems, however, has both companies challenged to find enough capable software engineers. Delphi has 1,600 of them now, and it needs more.

“Just being a motor supplier, just being an inverter supplier, just being a gearbox supplier itself, yes you’ll get value out of that. But in the longhaul you’re going to need to have engineers,” Kamsickas said of the work to develop systems.

Dauch noted that Delphi will leave the capital-intensive work of producing batteries to other companies in markets like China and Korea. “We’re going to make the systems that are in between – inverters, chargers, battery management systems,” he said.

Difficult change
But people working for European companies that have been built around diesel components are facing difficult days. Dauch refers to one German village with a population of 1,200, about 800 of whom build diesel engine parts. That business is working furiously to shift to producing gasoline parts.

Electrification will face hurdles of its own, of course. Major cities around the world are looking to ban diesel-powered vehicles by 2050, but they still lack the infrastructure needed to charge all the cars and truck fleet charging at scale, he added.

Kamsickas welcomes the disruptive forces.

“This is great,” he said. “It’s making us all think a little differently. It’s just that business models have had to pivot – for you, for us, for everybody.”

They need to be balanced against other business demands, including evolving cross-border EV collaboration dynamics, too.

Said Kamsickas: “Working through the disruption of electrification, it’s how do you financially manage that? Oh, by the way, the last time I checked there are [company] shareholders and stakeholders you need to take care of.”

“It’s going to be tough,” Dauch agreed, referring to the changes for suppliers. “The next three to four years are really going to be game changes. “There’ll be some survivors and some losers, that’s for sure.”

 

Related News

View more

Sign Up for Electricity Forum’s Newsletter

Stay informed with our FREE Newsletter — get the latest news, breakthrough technologies, and expert insights, delivered straight to your inbox.

Electricity Today T&D Magazine Subscribe for FREE

Stay informed with the latest T&D policies and technologies.
  • Timely insights from industry experts
  • Practical solutions T&D engineers
  • Free access to every issue

Download the 2025 Electrical Training Catalog

Explore 50+ live, expert-led electrical training courses –

  • Interactive
  • Flexible
  • CEU-cerified