Aboitiz receives another award for financing for its Tiwi and Makban geothermal plant

General Motors EV Hiring expands software development, engineering, and IT roles for electric vehicles, Ultium batteries, and autonomous tech, offering remote jobs, boosting diversity and inclusion, and accelerating zero-emission mobility and customer experience initiatives.

Key Points

GM plan to hire 3,000 software, engineering, and IT staff to speed EV programs, remote work, and customer experience.

✅ 3,000 hires in software, engineering, IT

✅ Focus on EVs, Ultium batteries, autonomous tech

✅ Remote roles, diversity, inclusion priorities

General electrical safety involves practices and procedures designed to prevent electric shock, arc flash, and other hazards associated with electrical systems. Whether at home, in the workplace, or industrial environments, following established safety guidelines helps protect people, property, and equipment from electrical accidents. General Motors plans to hire 3,000 new employees largely focused on software development as the company accelerates its plans for electric vehicles, the automaker announced Monday.

GM said the jobs will be focused on engineering, design and information technology “to increase diversity and inclusion and contribute to GM’s EV and customer experience priorities.” The hiring is expected through the first quarter of 2021, as the company addresses EV adoption challenges in key markets. Many of the positions will be remote as GM begins to offer “more remote opportunities than ever before,” the company said.

“As we evolve and grow our software expertise and services, it’s important that we continue to recruit and add diverse talent,” GM President Mark Reuss said in a release. “This will clearly show that we’re committed to further developing the software we need to lead in EVs, enhance the customer experience and become a software expertise-driven workforce.”

General Motors CEO on third-quarter earnings, rise in demand for trucks and more
The hiring blitz comes as the automaker expects to increase focus on electric vehicles, including offering at least 20 new electric vehicles globally by 2023, while competitors like Ford accelerate EV investment as well. GM earlier this year said it planned to invest $20 billion in electric and autonomous vehicles by 2025, including a tentative Ontario EV plant commitment.

Ken Morris, GM vice president of autonomous and electric vehicles programs, told reporters on a call Monday that the automaker has pulled forward at least two upcoming electric vehicles following the GMC Hummer EV, which is the first vehicle on GM’s next-generation electric vehicle platform with its proprietary Ultium battery cells.

“We’re moving as fast as we can in terms of developing vehicles virtually, more so than we ever have by far,” Morris said. “We are doing things virtually, more effective than we ever have.”

Shares of the automaker reached a new 52-week high of $39.72 ahead of the Monday announcement. The stock was up 5% during midday trading Monday following market optimism about a Covid-19 vaccine and President-elect Joe Biden outlining priorities that would support electric vehicles nationwide.

The race between Tesla, GM, Rivian and others to dominate electric pickup trucks
“We’re looking forward to working with the Biden administration and support policies that will foster greater adoption of EVs across all 50 states and encourage investments in R&D and manufacturing,” Morris said. “At the end of the day, climate change is a global concern and the best way to remove automobile emissions from the environmental equation is all-electric, zero-emissions future.”

At the same time, gas-electric hybrids continue to gain momentum in the U.S., shaping consumer transition paths.

The additional jobs are separate from a previous announcement by GM to hire 1,100 new employees as part of a $2.3 billion joint venture with LG Chem to produce Ultium cells in northeast Ohio.

GM employed about 164,000 people globally in 2019, down from 215,000 in 2015 as the company has restructured and cut operations in recent years.

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Eastern Green Link 1 is a 190km HVDC subsea electricity superhighway linking Scotland to northern England, delivering renewable energy, boosting grid capacity, and enhancing energy security for National Grid and Scottish Power.

Key Points

A 190km HVDC subsea link sending Scottish renewables to northern England, boosting grid capacity and UK energy security.

✅ 190km HVDC subsea route from East Lothian to County Durham

✅ Cables by Prysmian; converter stations by GE Vernova, Mytilineos

✅ Powers the equivalent of 2 million UK households

One of Britain’s biggest power grid projects has awarded contracts worth £1.8bn for a 190km subsea electricity superhighway, akin to a hydropower line to New York in scale, to bring renewable power from Scotland to the north of England.

National Grid and Scottish Power, following a recent 2GW substation commissioning, plan to begin building the “transformative” £2.5bn high-voltage power line along the east coast of the country from East Lothian to County Durham from 2025.

The Eastern Green Link 1 (EGL1) project is one of Britain’s largest grid upgrade projects in generations and has been designed to carry enough clean electricity to power the equivalent of 2 million households.

The UK is under pressure to deliver a power grid overhaul, including moves to fast-track grid connections nationwide, as it prepares to double its demand for electricity by 2040 as part of a plan to cut the use of gas and other fossil fuels.

The International Energy Agency has forecast that 600,000km of electric lines will need to be either added or upgraded across the UK by the end of the next decade to meet its climate targets, amid a global race to secure supplies of high voltage cabling and other electrical infrastructure components and to explore superconducting cables to cut losses.

The EGL1 project has awarded Prysmian Group, an international cable maker, the contract to deliver nearly 400km of power cable. The contract to supply two HVDC technology converter stations, one at each end of the cable, has been awarded to GE Vernova and Mytilineos.

The upgrades are expected to cost tens of billions of pounds, according to National Grid, which faces plans for an independent system operator overseeing Great Britain’s electricity market. The FTSE 100 energy company has warned that five times as many pylons and underground lines need to be constructed by the end of the decade than in the past 30 years, and four times more undersea cables laid than there are at present.

Britain’s power grid upgrades are also expected to emerge as an important battleground in the general election. The next government will need to balance the strong local opposition to new grid infrastructure across rural areas of the UK against the climate and economic benefits of the work.

Research undertaken by National Grid has found there will be an estimated 400,000 jobs created by 2050 due to the work needed to rewire Britain’s grid, a trend mirrored by recent cross-border transmission approvals in North America, including about 150,000 jobs anticipated in Scotland and the north of England.

Peter Roper, the project director for EGL1, said the super-cable would be “a transformative project for the UK, enhancing security of supply and helping to connect and transport green power for all customers”.

He added: “These contract announcements are big wins for the supply chain and another important milestone as we build the new network infrastructure to help the UK meet its net zero and energy security ambitions.

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USPS Electric Mail Trucks promise zero-emission delivery, lower lifecycle and maintenance costs, and cleaner air. Congressional funding in Build Back Better would modernize the EV fleet and expand charging infrastructure, improving public health nationwide.

Key Points

USPS Electric Mail Trucks are zero-emission delivery vehicles that cut costs, reduce pollution, and improve health.

✅ Lower lifetime fuel and maintenance costs vs gas trucks

✅ Cuts greenhouse gas and NOx emissions in communities

✅ Expands charging infrastructure via federal investments

The U.S. Postal Service faces serious challenges, with billions of dollars in annual losses and total mail volume continuing to decline. Meanwhile, Congress is constantly hamstringing the agency.

But now lawmakers have an opportunity to invest in the Postal Service in a way that would pay dividends for years to come: By electrifying the postal fleet.

Tucked inside the massive social spending and climate package lumbering through the Senate is money for new, cleaner postal delivery trucks. There’s a lot to like about electric postal trucks. They’d significantly improve Americans’ health while also slowing climate change. And it just makes sense for taxpayers over the long term; the Postal Service’s private sector competitors have already made similar investments, as EV adoption reaches an EV inflection point in the market. As Democrats weigh potential areas to cut in President Joe Biden’s Build Back Better plan, this is one provision that should escape the knife.

To call the U.S. Postal Service’s current vehicles “clunkers” would be an understatement. These often decades-old trucks are famous for having no airbags, no air conditioning and a nasty habit of catching fire. So the Postal Service’s recent decision to buy 165,000 replacement trucks is basically a no-brainer. But the main question is whether they will run on electricity or gasoline.

Electric vehicles are newer to the market and still carry a higher sticker price, as seen with electric bus adoption in many cities. But that higher price buys concrete benefits, like lower lifetime fuel and maintenance costs and huge reductions in pollution. Government demand for electric trucks will also push private markets to create better, cheaper vehicles, directly benefiting consumers. So while buying electric postal trucks may be somewhat more costly at first, over the long term, failing to do so could be far costlier.

At some level, this is a straightforward business decision that the Postal Service’s competitors have already made. For instance, Amazon has already deployed some of the 100,000 electric vans it recently ordered, and FedEx has promised a fully electric ground fleet by 2040, while nonprofit investment in electric trucks is accelerating electrification at major ports. In a couple of decades, the Postal Service could be the only carrier still driving dirty gas guzzlers, buying expensive fuel and paying the higher maintenance costs that combustion engines routinely require. Consumers could flock to greener competitors.

Beyond these business advantages, zero-emission vehicles carry other big benefits for the public. The Postal Service recently calculated some of these benefits by estimating the climate harms that going all-electric would avoid, benefits that persist even where electricity generation still includes fossil-generated electricity in nearby grids. Its findings were telling: A fully electric fleet would prevent millions or tens of millions of dollars’ worth of climate-change-related harms to property and human health each year of the trucks’ lifetimes (and this is probably a considerable underestimate). The world leaders that recently gathered at the global climate summit in Glasgow encouraged exactly this type of transition toward low-carbon technologies.

A cleaner postal fleet would benefit Americans in many other important ways. In addition to warming the planet, tailpipe pollutants can have dire health consequences for the people who breathe in the fumes. Mail trucks traverse virtually every neighborhood in the country and often must idle in residential areas, so we all benefit when they stop emitting. And these localized harms are not distributed equally. Some parts of the country — too often, low-income communities of color — already have poor air quality. Removing pollution from dirty mail trucks will especially help these overburdened and underserved populations.

The government’s purchasing power also routinely inspires companies to devise better and cheaper ways to do business. Investments in aerospace technologies, for instance, have spilled over into consumer innovations, giving us GPS technologies and faster, more fuel-efficient passenger jets. Bulk demand for cleaner trucks could inspire similar innovations as companies clamor for government contracts, meaning we all could get cheaper and better green products like car batteries, and the American EV boom could further accelerate those gains.

Additionally, because postal trucks are virtually everywhere in the country, if they go electric, that would mean more charging stations and grid updates everywhere too, and better utility planning for truck fleets to ensure reliable service. Suddenly, that long road trip that discourages many would-be electric car buyers may be simpler, which could boost electric vehicle adoption.

White House climate adviser Gina McCarthy talks with EVgo CEO Cathy Zoi before the start of an event near an EVgo electric car charging station.
ENERGY

The case for electrifying the postal fleet is strong from both a business and a social standpoint. Indeed, even Postmaster General Louis DeJoy, who was appointed during the Trump administration, supports it. But getting there is not so simple. Most private businesses could just borrow the money they need for this investment and pay it back with the long-term savings they would enjoy. But not the Postal Service. Thanks to its byzantine funding structure, it cannot afford electric trucks’ upfront costs unless Congress either provides the money or lets it borrow more. This is the primary reason it has not committed to making more than 10 percent of its fleet electric.

And that returns us to the Build Back Better legislation. The version passed by the House sets aside $7 billion to help the Postal Service buy electric mail trucks — enough to electrify the vast majority of its fleet by the end of the decade.

Biden has made expanding the use of electric vehicles a top priority, setting an ambitious goal of 100 percent zero-emission federal vehicle acquisitions by 2035, and new EPA emission limits aim to accelerate EV adoption. But Sen. Joe Manchin has expressed resistance to some of the climate-related subsidies in the legislation and is also eager to keep costs down. This provision, however, is worthy of the West Virginia Democrat’s support.

Most Americans would see — and benefit from — these trucks on a daily basis. And for an operation that got its start under Benjamin Franklin, it’s a crucial way to keep the Postal Service relevant.

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California EV mandate will phase out new gas cars, raising power demand and requiring renewable energy, grid upgrades, fast chargers, time-of-use rates, and vehicle-to-grid to stabilize loads and reduce emissions statewide.

Key Points

California's order ends new gas-car sales by 2035, driving grid upgrades, charging infrastructure, and cleaner transport.

✅ 25% higher power demand requires new generation and storage

✅ Time-of-use pricing and midday charging reduce grid stress

✅ Vehicle-to-grid and falling battery costs enable reliability

Leaning on the hood of a shiny red electric Ford Mustang, California Gov. Gavin Newsom signed an executive order Wednesday to end the sale of new gas-burning cars in his state in 15 years, a move with looming challenges for regulators and industry.

Now comes the hard part.

Energy consultants and academics say converting all passenger cars and trucks to run on electricity in California could raise power demand by as much as 25%. That poses a major challenge to state power grids as California is already facing periodic rolling blackouts as it rapidly transitions to renewable energy.

California will need to boost power generation, scale up its network of fast charging stations, enhance its electric grid to handle the added load and hope that battery technology continues to improve enough that millions in America’s most populous state can handle long freeway commutes to schools and offices without problems.

“We’ve got 15 years to do the work,” said Pedro Pizarro, chief executive of Edison International, owner of Southern California Edison, a utility serving 15 million people in the state. “Frankly the state agencies are going to have to do their part. We’ve got to get to the permitting processes, the approvals; all of that work is going to have to get accelerated to meet [Wednesday’s] target.”

Switching from petroleum fuels to electricity to phase out the internal combustion engine won’t happen all at once—Mr. Newsom’s order applies to sales of new vehicles, so older gas-powered cars will be on the road in California for many years to come. But the mandate means the state will face a growing demand for megawatts.

California is already facing a shortfall of power supplies over the next couple of years. The problem was highlighted last month when a heat wave blanketed the western U.S. and the state’s grid operator instituted rolling blackouts on two occasions.

“It is too early to tell what kind of impact the order will have on our power grid, and we don’t have any specific analysis or projections,” said Anne Gonzalez, a spokeswoman for the California Independent System Operator, which runs the grid.

Currently, California faces a crunchtime in the early evening as solar power falls off and demand to power air conditioners remains relatively high. Car charging presents a new potential issue: what happens if surging demand threatens to crash the grid during peak hours?

Caroline Winn, the chief executive of San Diego Gas & Electric, a utility owned by Sempra Energy that serves 3.6 million people, said there will need to be rules and rates that encourage people to charge their cars at certain times of the day, amid broader control over charging debates.

“We need to get the rules right and the markets right, informed by lessons from 2021, in order to resolve this issue because certainly California is moving that way,” she said.

The grid will need to be upgraded to prepare for millions of new electric vehicles. The majority of people who own them usually charge them at home, which would mean changes to substations and distribution circuits to accommodate multiple homes in a neighborhood drawing power to fill up batteries. The state’s three main investor-owned utilities are spending billions of dollars to harden the grid to prevent power equipment from sparking catastrophic wildfires.

“We have a hell of a lot of work to do nationally. California is ahead of everybody and they have a hell of a lot of work to do,” said Chris Nelder, who studies EV-grid integration at the Rocky Mountain Institute, an energy and environment-policy organization that promotes clean-energy solutions.

Mr. Nelder believes the investment will be worth it, because internal combustion engines generate so much waste heat and emissions of uncombusted hydrocarbons that escape out of tailpipes. Improving energy efficiency by upgrading the electrical system could result in lower bills for customers. “We will eliminate a vast amount of waste from the energy system and make it way more efficient,” he said.

Some see the growth of electric vehicles as an opportunity more than a challenge. In the afternoon, when electricity demand is high but the sun is setting and solar power drops off quickly, batteries in passenger cars, buses and other vehicles could release power back into the electric grid to help grid stability across the system, said Matt Petersen, chairman of the Transportation Electrification Partnership, a public-private effort in Los Angeles to accelerate the deployment of electric vehicles.

The idea is known as “vehicle-to-grid” and has been discussed in a number of countries expanding EV use, including the U.K. and Denmark.

“We end up with rolling batteries that can discharge power when needed,” Mr. Petersen said, adding, “The more electric vehicles we add to the grid, the more renewable energy we can add to the grid.”

One big hurdle for the widespread deployment of electric cars is driving down the cost of batteries to make the cars more affordable. This week, Tesla Inc. Chief Executive Elon Musk said he expected to have a $25,000 model ready by about 2023, signaling a broader EV boom in the U.S.

Shirley Meng, director of the Sustainable Power and Energy Center at the University of California, San Diego, said she believed batteries would continue to provide better performance at a lower cost.

“I am confident the battery technology is ready,” she said. Costs are expected to fall as new kinds of materials and metals can be used in the underlying battery chemistry, dropping prices. “Batteries are good now, and they will be better in the next 10 years.”

John Eichberger, executive director of the Fuels Institute, a nonprofit research group launched by the National Association of Convenience Stores, said he hoped that the California Air Resources Board, which is tasked with developing new rules to implement Mr. Newsom’s order, will slow the timeline if the market and electric build-out is running behind.

“We need to think about these critical infrastructure issues because transportation is not optional,” he said. “How do we develop a system that can guarantee consumers that they can get the energy when they need it?”

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Canada Distributed Energy faces disruption as solar, smart grids, microgrids, and storage scale utility-scale renewables, challenging centralized utilities and accelerating decarbonization, grid modernization, and distributed generation across provinces like Alberta.

Key Points

Canada Distributed Energy shifts from centralized grids to local solar, wind, and storage for reliable low-carbon power.

✅ Morgan Solar and Enbridge launch Alberta Solar One, 13.7 MW.

✅ Optical films boost panel efficiency, lowering cost per watt.

✅ Strong utilities slow adoption of microgrids and smart grids.

By Nick Waddell

Disruption is coming to electricity generation but Canada has become a laggard when it comes to not just adoption of alternative energy sources but in moving to a more distributed model of electricity generation. That’s according to Mike Andrade, CEO of Morgan Solar, whose new solar project in conjunction with Enbridge has just come online in Alberta, a province known as a powerhouse for both green and fossil energy in Canada.

“There’s a lot of inertia to Canada’s electrical system and I don’t think that bodes well,” said Andrade, who spoke on BNN Bloomberg on Thursday. 

“Canada is one of the poorest places for uptake of solar, as NEB data on solar demand indicates,” Andrade said, “I believe a lot of it has to do with the fact that we have strong provincial utilities that have their mandates and their chosen technologies.”

Alberta Solar One, a 13.7 MW power facility near Lethbridge, Alberta, had its unveiling this week amid red-hot solar growth in Alberta that shows no sign of slowing. It’s a 36,500-panel farm constructed by Enbridge in a quick six-month turnaround as part of the power company’s pledge to become a carbon-free generator by 2050. Along with solar, Enbridge has made big investments in offshore and onshore wind farms in the United States, while also producing so-called green hydrogen at an Ontario plant.

Private company Morgan Solar considers the Alberta Solar One project as the first utility-scale validation of its technology, which uses optical films to redirect light onto photovoltaic cells to further power production. 

“We use an advanced modelling system and a variety of tools to design very simple optical systems that can be easily inserted into a panel,” Andrade said. “They cost less and bring down the cost per watt. It captures light that would otherwise miss the cells and so you get more power per cell area than any other commercial technology at this point.”

Like renewables in general, solar energy has been thrust into the spotlight as governments worldwide aim to make good on their climate change and emissions pledges, with analyses showing zero-emissions electricity by 2035 is possible in Canada, and convert power generation from fossil fuels to alternative sources. 

The market has paid attention, too, driving up values on renewable energy stocks across the board, including solar stocks, as provinces like Alberta explore selling renewable energy into broader markets. Last year, the Invesco Solar ETF, which tracks the MAC Global Solar Energy Index, soared 234 per cent, while Canadian companies with solar assets like Algonquin Power and Northland Power have been winners over the past few years.

Canadian cleantech companies involved in the solar power sector have also fared well, with names like UGE International (UGE International Stock Quote, Chart, News, Analyst. Financials TSXV:UGE), Aurora Solar and 5N Plus (5N Plus Stock Quote, Chart, News, Analysts, Financials TSX:VNP) having attracted investor attention of late.

Currently, part of the push in alternative energy involves the move from centralized to a more distributed picture of power generation, where solar panels, wind turbines and small modular nuclear reactors can operate close to or within sources of consumption like cities.

But Andrade says Canada has a lot of catching up to do on that front, especially as its current system seems devoted to maintaining the precedence of large, centralized power production — along with the utility companies that generate it.

“Canada is going to be left with this big, old fashioned hub and spoke model, and that’s increasingly going to be out-competed by a distributed grid, call them smart grids or micro grids,” Andrade said.

“That’s the future that solar is going to drive along with storage, and I personally don’t think Canada is prepared for it, not because we can’t do it but because regulatory and incumbency is holding us back from doing that,” he said.

“We pay our utilities, saying, ‘You invest capital and we’ll give you a fixed return on capital.’ Well, guess what? You’re going to get large, centralized capital projects which are going to get big central generation hub and spoke distribution,” Andrade said.

Ahead of the Canadian federal government’s tabling next week of its first budget in two years, many in the energy sector will be taking notes on the Liberal government’s investments in the so-called green recovery after the economic downturn, with renewable energy proponents hoping for further support, noting Alberta’s renewable energy surge could power thousands of jobs, to shift Canada’s resource sector away from fossil fuels.

By comparison, President Biden in the US recently unveiled his $2-billion infrastructure plan which put precedence on greening the country’s power grid, encouraging the adoption of electric vehicles and supporting renewable resource development, and Canadian studies suggest 2035 zero-emission power is practical and profitable as well across the national grid. 

On disruption in power generation, Andrade said there are parallels to be drawn from information technology, which has historically made a point of discarded outdated models along the way.

“I was at IBM, and they had the mainframe business and that got blown up. I also worked with Nortel and Celestica and they got blown up —and it wasn’t due to having better central hub and spoke systems. They got beat up by this distributed system,” Andrade said. 

“The same thing is going to happen here and the disruption is coming in electricity generation as well,” he said.

About The Author - Nick Waddell

Cantech Letter founder and editor Nick Waddell has lived in five Canadian provinces and is proud of his country's often overlooked contributions to the world of science and technology. Waddell takes a regular shift on the Canadian media circuit, making appearances on CTV, CBC and BNN, and contributing to publications such as Canadian Business and Business Insider.

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Electrified Trucking Grid Integration explores vehicle-to-grid (V2G) strategies where rolling batteries backfeed power during peak demand, optimizing charging infrastructure, time-of-use pricing, and IESO market operations for Ontario shippers like Nature Fresh Farms.

Key Points

An approach using V2G-enabled electric trucks to support the grid, cut peak costs, and add revenue streams.

✅ Models charging sites, timing, and local grid impacts.

✅ Evaluates V2G backfeed economics and IESO pricing.

✅ Uses Nature Fresh Farms data for logistics and energy.

A University of Windsor project will study whether an electrified trucking industry might not only deliver the goods, but help keep the lights on with the timely off-loading of excess electrons from their powerful batteries via vehicle-to-grid approaches now emerging.

The two-year study is being overseen by Environmental Energy Institute director Rupp Carriveau and associate professor Hanna Moah of the Cross-Border Institute in conjunction with the Leamington-based greenhouse grower Nature Fresh Farms.

“The study will look at what happens if we electrified the transport truck fleet in Ontario to different degrees, considering the power demand for truck fleets that would result,” Carriveau said.

“Where trucks would be charging and how that will affect the electricity grid grid coordination in those locations at specific times. We’ll be able to identify peak times on the demand side.

“On the other side, we have to recognize these are rolling batteries. They may be able to backfeed the grid, sell electricity back to prop the grid up in locations it wasn’t able to in the past.”

The national research organization Mathematics of International Technology and Complex Systems (Mitacs) is funding the $160,000 study, and the Independent Electricity Systems Operator, a Crown corporation responsible for operating Ontario’s electricity market, amid an electricity supply crunch that is boosting storage efforts, is also offering support for the project.

Because of the varying electricity prices in the province based on usage, peak demand and even time of year, Carriveau said there could be times where draining off excess truck battery power will be cheaper than the grid, and vehicle-to-building charging models show how those savings can be realized.

“It could offer the truck owner another revenue stream from his asset, and businesses a cheaper electricity alternative in certain circumstances,” he said.

The local greenhouse industry was a natural fit for the study, said Carriveau, based on the amount of work the university does with the sector along with the fact it is both a large consumer and producer of electricity.

The study will be based on assumptions for electric truck capacity and performance because the low number of such vehicles currently on the road, though large electric bus fleets offer operational insights.

How will an electrified trucking industry affect Ontario’s electricity grid? University of Windsor engineering professor Rupp Carriveau is part of a new study on trucks being used to help deliver electricity as well as their products around Ontario. He is shown on campus on Tuesday, July 6, 2021.

How will an electrified trucking industry affect Ontario’s electricity grid? University of Windsor engineering professor Rupp Carriveau is part of a new study on trucks being used to help deliver electricity as well as their products around Ontario. He is shown on campus on Tuesday, July 6, 2021.

Nature Fresh Farms will supply all its data on power use, logistics, utility costs and shipping schedules to determine if switching to an electrified fleet makes sense for the company.

“As an innovative company, we are always thinking, ‘What is next?’, whether its developments in product varieties, technology or sustainability,” said company CEO Peter Quiring. “Green transportation is the next big focus.

“We were given the opportunity to work closely on this project and offer our operations as a case study to see how we can find feasible alternatives, not only for Nature Fresh Farms or even for companies in agriculture, but for every industry that relies on the transportation of their goods.”

Currently, Nature Fresh Farms doesn’t have any electrified trucks. Carriveau said the second phase of the study might actually involve an electric truck in a pilot project.

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