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Libra Daily Horoscope Today, November 27, 2024 predicts scholarly successA Historic Accord: The Civil Nuclear Deal That Reshaped India's Global StatureKey Takeaways: Trucks won’t all be electric immediately, so don’t build charging for 100% electric Design charging microgrids for standardized increments of capacity Analyze all sites and design increments that are good enough Gaining the benefits of electric trucks, including significantly reduced maintenance and operations costs and increasing market share, doesn’t have to start big. In fact, the best way to start is small, within the constraints of the grid, leveraging buffering batteries and onsite solar to enable a portion of the fleet at the depot or visiting truck stops to be electric immediately. Adding capacity to the microgrid, often aligned with the ability of utilities to add grid connections and approval for larger solar arrays, can be integrated with increases in electric fleet sizes. As the authors — Rish Ghatikar and Michael Barnard, experts in sustainability, transportation, and strategy — explored in their diagnosis of the challenges of truck charging, there are overlapping concerns which can heavily slow down deployment of megawatt scale charging solutions to accelerate truck electrification. That led to the simplifying policy of depot and truck stop microgrids with solar, battery storage, power management, and charging systems. The target audiences for this material — major logistics firms like Walmart which own and operate many depots, owners of significant numbers of truck stops, and likely turn-key vendors of microgrids for truck charging — must consider not only the solution of a microgrid, but an approach to charging-based microgrids that is optimal given the challenges and constraints to charge electric trucks. A key challenge of installing charging systems with an optimal mix of power levels is that a grid connection capable of delivering a megawatt or more of power to each of several charge points for heavy trucks simultaneously can take years to be approved and delivered. It requires the utility to restructure the grid from the truck stop to the secondary distribution substation and likely to the primary distribution substation. It can require new wires capable of delivering the higher power required. It will require a very significant scale of transformer at the truck stop. A second key challenge is that there won’t be that many trucks to charge initially, so high capital costs would need to be serviced until truck and charging throughput volumes increase. The authors propose a design principle, which is to plan for optimal capacity, start with small build-outs, and incrementally add charging, generation, and storage capacity to the microgrid as more demand is anticipated, likely in two to three subsequent increments. The corollary to this is that the components chosen for the microgrid must be amenable to this, something explored more fully in the next action article on microgrid component modularity for truck charging. A small starting point can be achieved with a suitable grid connection in months, not years. One of the authors, Barnard, explored this with a hypothetical truck stop in the article Dirt Cheap Batteries Enable Megawatt-Scale Charging Without Big Grid Upgrades Right Away , inspired by the announcement by EV battery giant CATL of $56 per kWh LFP batteries deliverable in the fourth quarter of 2024. Such microgrids ensure power is available to trucks when needed. Truck stops already consume a good deal of electricity for the pumps, air pressure hoses, repair services, restaurant facilities, climate control, etc. They have much more grid-connected load than the average residence, typically capable of delivering 360 kW or more of power. That’s used well under maximum potential power and energy demand levels, as they are overbuilt to avoid challenges and enable later growth. Further, there are peaks and lulls over the day, with typical rush points when many trucks arrive simultaneously, along with other truck stop customers. The figure below is a simplified example of what battery buffering at a truck stop can achieve. The flat line near the bottom is a constant draw of about 80% of maximum power from the grid over 24 hours. The bright colored, tall and peaky line is the charge of a 1.5 MWh capacity battery pack. The dashed lines are trucks charging. Over the 24 hours, the battery’s charge goes up and down, but demands from the grid remain constant. When a truck rolls in needing its 1 MWh battery charged, it will likely be at 20% charge and wish to get to 80%, the normal procedure for the fastest charge for the highest range with the lowest battery degradation. Batteries charge more slowly from 80% to 100%, so recharging from 20% to 80% is optimal for normal use and increases battery lifespan. 600 kWh is sufficient for a Tesla Semi to drive 300 miles before recharging is again required, and for other current models of trucks like the Nikola, about 270 miles. That’s five to six hours of driving time, half of the permitted driving time for a driver in the US per day. This simple model with a relatively inexpensive buffer battery at the rapidly lowering battery costs we’re seeing serves 10 semi trucks a day from one or two megawatt-scale chargers, sufficient for initial truck volumes in most cases for most truck stop locations in the first year of electrification of trucking. Obviously this simplified model doesn’t account for other electricity demands in the truck stop, including the increasing numbers of electric cars that will undoubtedly want to quickly charge and move on as well. However, this scale of power demand, 360 kW, typically takes 1-3 months to install, so adding it to the existing solution isn’t significantly expensive or time consuming. Typically it takes less than a year to put in a power connection sufficient for double that power draw — 720 kW. A slightly bigger battery would enable over 20 trucks to be charged in rush periods. Of course, it also makes sense to add solar panels on all rooftops and canopies, including parking lot shading canopies constructed to maximize local generation, as well as nearby fields, when available, that can be leased for the purpose. This too can be done in stages as the microgrid expands. This can eliminate daytime power demands from the grid entirely, and over time provide local grid stabilization, demand management, and net metering returns of energy to avoid utilities from having to purchase more capacity. Conceptually for a truck stop, as shown in the illustration below, a first increment would put solar panels on the drive through truck fueling canopy and the truck stop building. A pair of megawatt-scale chargers would replace two fuel pumps or be added to the end of the fueling canopy. A battery-electric storage system sized for the required capacity would be built in an appropriate place on the lot. The second increment would add solar panels on canopies over the car park, adding shade amenity and some car charging, more megawatt-scale chargers and more battery capacity. The third increment would include a solar farm in a nearby field, when available, and more megawatt-scale chargers, more battery capacity, and finally an upgraded grid connection. Collectively, solar generation and battery energy storage with microgrid energy management collectively function as a distributed energy resource. Note that in the diagram, BESS is an abbreviation for battery energy storage system, a commonly used acronym in the space. The pattern for depot charging will be different of course, shown conceptually in the illustration below. A typical depot pattern of nighttime parked fleets and daytime deliveries can minimize the need for megawatt-scale charging. Depot vehicles usually have shorter service day mileage than long haul trucks and so will require fewer kWh of charging each day. Also these vehicles have longer dwell times, and slower charging levels can meet the charging needs. A buffer battery may need to have a higher capacity to shift more electricity from solar generation into the nighttime, as an obvious example of distributed energy resource sizing optimization. Conceptually, the first increment of depot charging would have warehouse rooftop solar, an appropriately sized battery, some parking Level 3 or even Level 2 charging, and some loading bay Level 3 charging for top ups. The second increment would add more parking and loading bay charging and solar canopies with Level 2 charging for light vehicles including delivery vans and employee vehicles, as well as additional battery capacity. The third increment would complete loading bay charging potential, include all truck stalls with chargers, put additional solar on empty fields on the property and finally upgrade the grid connection. When land and electric expansion is possible, megawatt charging stations for microgrids must be designed to incrementally scale with power systems capable of high power loads, which may involve reinforced grid interconnections or integration with on-site energy generation and storage solutions. To support high power demands and reduce grid dependency, such microgrid truck charging must use sustainable distributed energy sources such as solar panels and energy storage. Use of solar panels and energy storage systems aligns with sustainability targets for fleet operators looking to lower carbon footprints and meet their environmental, social, and governance plans. Such solutions not only offer microgrid resiliency (to operate in an islanded mode), it can also reduce long-term operational costs by using lower-cost renewable energy and energy management services. The costs of microgrids for trucks at both depots and stops depends on the number and types of chargers installed and magnitude of distributed energy sources, site size, and electrical interconnection, to name a few. Any sizing and electrical connection needs must be optimally designed to ensure adequate sizing based on local freight operational needs. Any lower sizing of charging strains freight logistics’ confidence in electric truck charging to meet their operational needs. Conversely, higher sizing of charging strains grid power procurement from utilities or grid operators and increases operational costs for microgrids. What’s been observed in electrifying fleets that follow this pattern is that total productive hours for drivers can actually increase. In many cases, a depot truck’s first stop in the morning is a gas station nearby, and lineups for gas pumps are a fact of life. Driving to the gas station, fueling, and then driving to the first delivery point is replaced with driving straight to the first delivery point. Fleets are finding up to an hour of additional delivery time in a day with battery-electric vehicles that are already charged when drivers show up to work. For a major organization considering a series of microgrids, standardization of the components, sizes, and vendors is key. There will be a Pareto optimum size for likely three or four increments over time, and the authors’ recommendation is that each is a standardized size, power, capacity, and components mix that is repeated multiple times. No site is unique. Creating a simple menu of three to four sizes of charging microgrid to pick from and a simple sizing algorithm avoids what Flyvbjerg terms the uniqueness bias and will accelerate deployment, reduce risks, and reduce costs. More details on differences in sites and the key requirement for standardized modularity are in the next article. Obviously, a small initial increment will mean faster planning and construction time, and lower capital costs, matching expenditures more closely to increased revenue. The next action for the target audiences is to consider the locations that they have under their control, and rank them by volume. Either develop the expertise in house or hire an external consulting firm to develop an initial microgrid capacity increments set that make sense for your business and volumes. This will inform later actions and may be adjusted. Previous articles in this series: Accelerating Electrification: Freight Trucks Will Dominate In The US Electrified Freight: Trucking Will Grow & Big Logistics Players Will Dominate Trucking Will Electrify, But What Hills Must Be Flattened? Charging Microgrids: Progress for Electric Trucks, Challenges Remain About the authors: Rish Ghatikar has an extensive background in decarbonization, specializing in electric vehicles (EVs), grid integration, and demand response (DR) technologies. At General Motors (GM), he advanced transportation electrification energy services, as part of a broader climate strategy. Previously, at Electric Power Research Institute (EPRI), he focused on digitalizing the electric sector, while at Greenlots, he commercialized EV-grid and energy storage solutions. His work at the DOE’s Lawrence Berkeley National Laboratory spearheaded DR automation to support dynamic utility pricing policies. An active climate advocate, Ghatikar advises on policies and technologies that align the grid with transportation and energy use for sustainable growth. Michael Barnard, a climate futurist and chief strategist at The Future Is Electric (TFIE), advises executives, boards, and investors on long-term decarbonization strategies, projecting scenarios 40 to 80 years into the future. His work spans industries from transportation and agriculture to heavy industry, advocating for total electrification and renewable energy expansion. Barnard, also a co-founder of Trace Intercept and an Advisory Board member for electric aviation startup FLIMAX, contributes regularly to climate discourse as a writer and host of the Redefining Energy – Tech podcast. His perspectives emphasize practical solutions rooted in physics, economics, and human behavior, aiming to accelerate the transition to a sustainable future. CleanTechnica's Comment Policy LinkedIn WhatsApp Facebook Bluesky Email Reddit
The government expressed confidence on Monday that the 2001 memorandum of understanding on joint development in the Gulf of Thailand signed by Thailand and Cambodia would not trigger mass protests. This was in response to former yellow-shirt movement leader and media firebrand Sondhi Limthongkul's threat to hold regular activities next year, which some observers have warned could escalate into mass demonstrations against the Pheu Thai-led government. At a forum on Sunday at Thammasat University's Tha Prachan campus, Mr Sondhi, the former leader of the now-defunct People's Alliance for Democracy (PAD), criticised Prime Minister Paetongtarn Shinawatra for her lack of knowledge and accused the government of disregarding the law. Mr Sondhi suggested now is the time to arm people with knowledge and suggested holding a monthly public forum starting next year. His remarks were seen as a threatening to move to oust the Paetongtarn government. Deputy Prime Minister Phumtham Wechayachai on Monday brushed aside the prospect of street protests and said Mr Sondhi has the constitutional right to hold rallies. He said the government is ready to face scrutiny and pointed out that there are already channels in place to keep the government in check. Mr Phumtham, the defence minister and a Pheu Thai Party heavyweight, also urged the former PAD leader to consider the possible impacts that street protests could have on the economy. The prolonged street protests to oust previous governments, which prompted authorities to close some areas, caused extensive damage to the country, he argued, referring to PAD protests, which shut down the city's airports for more than a week. Asked about Mr Sondhi's planned weekly meetings, the deputy prime minister said he was not concerned despite Mr Sondhi having led the mass protests in 2006, culminating in a coup toppling the Thaksin administration. Interior Minister Anutin Charnvirakul echoed Mr Phumtham's opinions, saying Mr Sondhi is free to lawfully exercise his constitutional right. However, Mr Anutin, leader of the Bhumjaithai Party, denied any internal struggle between his party and the Pheu Thai Party in the wake of the Khao Kradong land controversy . He said the coalition parties are working in unity and operate under the prime minister's instructions. In a media interview, Mr Sondhi, 77, said that it is undecided if he would lead a street protest against the Paetongtarn government. He said he did not want to, but he would do it if necessary. However, he said that the current political situation is not intense enough to proceed with such a drastic measure, although it was nearing that point. Panthep Phuaphongphan, a former PAD leader, said the Nov 24 forum was a test of people's readiness and designed to energise the PAD supporters. He insisted that no gatherings are planned at this stage. Mr Panthep said the public did not believe Thaksin was ill during his detention at the Police General Hospital. They were also sceptical about the government's planned negotiations with Cambodia over the sharing of natural resources in the Gulf of Thailand under the 2001 MoU. He stressed that Mr Sondhi would submit a petition to Ms Paetongtarn next year. "But whether or not people will join him, it is kept as a surprise [by Mr Sondhi]," he added.
IRVINE, Calif., Dec. 11, 2024 /PRNewswire/ -- The Dot Corp, a recognized leader in healthcare supply chain services, printing solutions, and direct mail is thrilled to announce the recent relocation of its Healthcare Supply Chain and Direct Mail divisions to a brand-new facility in Irvine, CA. This move represents a significant milestone in The Dot Corp's commitment to expanding its capabilities and enhancing service delivery for its growing customer base. The new facility will expand the company's ability to provide an end-to-end solution for lab testing kitting and fulfillment, enabling seamless service integration and comprehensive support across the entire healthcare supply chain, from order fulfillment to final delivery. The new facility, located at 9700 Toledo Way, Irvine, CA 92618, spans a total of 77,313 square feet across a 3.7 acre site, offering The Dot Corp a state-of-the-art space to further optimize its operations. The building features a two-story, 9542 square foot modern office space designed to support collaboration and innovation, as well as a high-efficiency temperature-controlled warehouse boasting 20 foot clearance and 4000 amps of electrical power. The added infrastructure allows The Dot Corp to further expand its scalability, further increasing efficiency and supporting future growth. "Our new facility represents a monumental leap forward in The Dot Corp's journey," said Jeff Shattuck, President of The Dot Corp. "We have thoughtfully invested in top-tier infrastructure and cutting-edge technology, which will enable us to deliver our services at an even higher level. This move sets the stage for future innovation and growth as we continue to meet the evolving needs of our clients in healthcare logistics, kitting, fulfillment and beyond." Strategically located near major transportation hubs such as the SNA airport, FedEx's NJA hub, 5, 405, 55 and 133 Freeways, the facility offers The Dot Corp streamlined access to key distribution routes, enhancing the company's shipping and logistics capabilities. The facility's proximity to major freeways also positions The Dot Corp to attract and retain top-tier talent from the surrounding labor market, as well as provide faster, more efficient services to its customers across the region. The new facility also reflects The Dot Corp's commitment to sustainability and modernization. The building is equipped with new LED lighting throughout the warehouse, providing optimal visibility while reducing energy consumption. Additionally, the installation of modern HVAC systems and energy-efficient upgrades ensures a comfortable, productive environment for employees, while demonstrating The Dot Corp's dedication to minimizing its environmental footprint. The new facility is designed to meet the highest standards of safety and quality for handling, packaging, and distributing medical devices and diagnostic kits. Fully compliant with FDA regulations, including Current Good Manufacturing Practices (cGMP), the facility ensures precise labeling, packaging, and shipping processes. By adhering to stringent quality controls, The Dot's new facility enhances its ability to support the growing demand for safe and reliable healthcare products, ensuring that all products are handled with care and integrity from assembly to delivery. "Our commitment to our clients has always been at the forefront of our decision-making process," added Shattuck. "We've worked hard to ensure this transition is smooth and seamless, so our customers experience no interruptions. Now, with the added capabilities of our new space, we are better positioned to serve our customers with the efficiency, innovation, and reliability they deserve." This move also supports The Dot Corp's long-term strategy of expanding its healthcare supply chain services, meeting the increasing demands of the healthcare sector with advanced logistics and fulfillment solutions. By leveraging the expanded capacity and technology offered by the new facility, The Dot Corp is equipped to handle larger volumes of inventory, improve fulfillment speed, and provide enhanced supply chain solutions that are essential for healthcare clients. The Dot Corp invites its customers, partners, and community to learn more about the enhanced capabilities and offerings made possible by the new facility. For further inquiries or to schedule a tour of the new premises, please contact: The Dot Corp Phone: (800) 468-6100 Email: connect@thedotcorp.com Website: www.thedotcorp.com About The Dot Corp The Dot Corp is a leading provider of comprehensive printing, direct mail, fulfillment, and healthcare supply chain services. With decades of experience, The Dot Corp delivers customized solutions that span the full spectrum of production, distribution, and logistics. Known for their dedication to quality, efficiency, and client satisfaction, The Dot Corp partners with businesses to provide innovative services that support their success in a dynamic marketplace. View original content to download multimedia: https://www.prnewswire.com/news-releases/the-dot-corp-expands-capabilitiesoperations-with-a-new-state-of-the-art-facility-in-irvine-ca-302328325.html SOURCE The Dot CorpHarry and Meghan’s polo docuseries to highlight ‘grit behind the glamour’
WASHINGTON, D.C. – St. Bonaventure University women's basketball freshman Zoe Shaw earned selection as the Atlantic 10 Rookie of the Week, conference officials announced Monday. Shaw averaged 15.5 points, 6.5 rebounds and 2.0 assists per game while shooting 93.3 percent (14-for-15) from the free throw line over two games, helping the Bonnies to a comeback victory over Little Three rival Niagara Tuesday night. She finished the week with a 42.1 shooting percent and averaged 37.0 minutes per contest. Against the Purple Eagles, Shaw was a key part of the Bonnies erasing a 15-point second quarter deficit to rally for the win. She tallied 17 points, five rebounds, three assists, two steals and a block in the victory. In Saturday's non-conference finale at Robert Morris, Shaw played a career-high 39 minutes, registering a team-high 14 points to go along with eight rebounds. She finished the contest a perfect 6-for-6 from the free throw line. A native of Melbourne, Australia, Shaw has started all 11 games this season for the Brown and White, averaging 7.8 points, 4.5 rebounds and 1.9 assists in 32.1 minutes per game. St. Bonaventure has earned back-to-back Atlantic 10 Rookie of the Week honors after Cailtin Frost garnered the accolades Dec. 16. The Bonnies are set to kickoff Atlantic 10 play Sunday, Dec. 29 at Loyola Chicago.Portronics launches Thunder 2.0 wireless speaker in India: Price, specs and more
SEOUL — A South Korean man has been sentenced to a suspended prison term for deliberately gaining more than 44 pounds to evade a tougher role in the country’s military conscription system, a Seoul court said Tuesday. In South Korea, all able-bodied men must serve in the military for 18-21 months, but individuals with health issues can instead carry out their duties at non-military facilities such as welfare centers and community service centers. If their problems are serious, they are exempted from their military duties. The Seoul Eastern District Court said it sentenced the man to one year in prison, suspended for two years, for violating the country’s military service act. The court said an acquaintance of the man received a suspended 1-year prison term for aiding his crime. Local media reported they are friends, both aged 26, but the court said it couldn’t confirm the reports. An exam in 2017 found the man suitable to become an active-duty soldier at 5 feet 6 inches tall and weighting 183 pounds. But with the advice of his acquaintance that he could get a social service grade if he was overweight, he doubled his daily food consumption, focused on eating high-calorie food products and quit his part-time job as a delivery worker, according to the court’s public affairs office. In three physical exams from 2022-23, the man weighed 225-231 pounds, a weight that made him fit for social service. Just before those exams, he drank a large amount of water as well, according to the court. It was unclear how the crime was caught and whether the man began serving his military duty before he was tried. The court only said the man had promised to fulfill his military duty faithfully. The court said both the defendants and prosecutors didn’t appeal the Nov. 13 ruling. South Korea maintains a military conscription system due to threats from rival North Korea. But exemptions or dodging of military duties is a highly sensitive domestic issue, because the draft forces young men to suspend their studies or professional careers. Each year, about 50-60 cases of dodging military duties have been reported, according to the Military Manpower Administration. It said common ways to evade military duties include gaining or losing weight excessively or men with health issues not taking necessary medical treatments before physical tests. Kim writes for the Associated Press.As had been rumored in recent weeks, Nebraska wide receiver Malachi Coleman is indeed entering the transfer portal. Head coach Matt Rhule confirmed the news during his weekly media availability on Monday, wishing Coleman the best. Follow us on Facebook Related: Huskers WR Jacory Barney earns Big Ten weekly honor The former Lincoln East High School standout was rated as a four-star recruit by the 247Sports Composite as the top player in the state and a top-65 player in the country. In fact, he even got some run as a true freshman. In five games last season, Coleman had eight catches for 139 yards and a touchdown, showing some big-play ability that got many fans excited. This season, he's been redshirting, but with roster limits taking effect for next year and several other young receivers apparently ahead of Coleman on the depth chart, the Lincoln native is hitting the portal to find a better opportunity. Coleman posted a message on social media, thanking Nebraska’s coaches, players and fans. “I will forever be thankful for the relationships I’ve built, the lessons I’ve learned, and the experiences I’ve had here. Wearing the N and fulfilling my childhood dream of playing for my hometown has been an honor,” his message said. With NCAA regulations forcing the Huskers to carry roughly 45 fewer players starting next year, Rhule said he expects between 30 and 50 guys to enter the portal after the season, although he didn't say anyone else had already left the team. Related: Here are the best PFF grades in Nebraska's win over Wisconsin Dylan Widger-Imagn Images
Reigning state champ Owyhee starts the season as the heavy favorite for another title, according to the first Idaho boys basketball state media poll released Tuesday. The Storm received 8-of-9 first-place votes in the season-opening poll, finishing well ahead of Madison and Coeur d’Alene in the 6A classification. Preston (5A), Bonners Ferry (4A), West Side (3A), Kamiah (2A) and Rockland (1A) also topped their respective division’s rankings. See the full 6A to 1A rankings below. Top 20 boys basketball players to watch this year. See who made the Southwest Idaho list Idaho high school girls basketball rankings: Who’s No. 1 in the first poll of the season?North Carolina Gov. Roy Cooper vetoes Helene relief bill that shifts power from governor, attorney general
This robot could find nitrate hot spots by crawling through tile drainageThey were all exceptional – Mikel Arteta loved seeing Arsenal run riot in LisbonGuelph Council officially opposes to use of notwithstanding clause
.uB$9+4 (oUܒeந:{ 3k'@1y2G?39JfilpLibra Daily Horoscope Today, November 27, 2024 predicts scholarly successA Historic Accord: The Civil Nuclear Deal That Reshaped India's Global StatureKey Takeaways: Trucks won’t all be electric immediately, so don’t build charging for 100% electric Design charging microgrids for standardized increments of capacity Analyze all sites and design increments that are good enough Gaining the benefits of electric trucks, including significantly reduced maintenance and operations costs and increasing market share, doesn’t have to start big. In fact, the best way to start is small, within the constraints of the grid, leveraging buffering batteries and onsite solar to enable a portion of the fleet at the depot or visiting truck stops to be electric immediately. Adding capacity to the microgrid, often aligned with the ability of utilities to add grid connections and approval for larger solar arrays, can be integrated with increases in electric fleet sizes. As the authors — Rish Ghatikar and Michael Barnard, experts in sustainability, transportation, and strategy — explored in their diagnosis of the challenges of truck charging, there are overlapping concerns which can heavily slow down deployment of megawatt scale charging solutions to accelerate truck electrification. That led to the simplifying policy of depot and truck stop microgrids with solar, battery storage, power management, and charging systems. The target audiences for this material — major logistics firms like Walmart which own and operate many depots, owners of significant numbers of truck stops, and likely turn-key vendors of microgrids for truck charging — must consider not only the solution of a microgrid, but an approach to charging-based microgrids that is optimal given the challenges and constraints to charge electric trucks. A key challenge of installing charging systems with an optimal mix of power levels is that a grid connection capable of delivering a megawatt or more of power to each of several charge points for heavy trucks simultaneously can take years to be approved and delivered. It requires the utility to restructure the grid from the truck stop to the secondary distribution substation and likely to the primary distribution substation. It can require new wires capable of delivering the higher power required. It will require a very significant scale of transformer at the truck stop. A second key challenge is that there won’t be that many trucks to charge initially, so high capital costs would need to be serviced until truck and charging throughput volumes increase. The authors propose a design principle, which is to plan for optimal capacity, start with small build-outs, and incrementally add charging, generation, and storage capacity to the microgrid as more demand is anticipated, likely in two to three subsequent increments. The corollary to this is that the components chosen for the microgrid must be amenable to this, something explored more fully in the next action article on microgrid component modularity for truck charging. A small starting point can be achieved with a suitable grid connection in months, not years. One of the authors, Barnard, explored this with a hypothetical truck stop in the article Dirt Cheap Batteries Enable Megawatt-Scale Charging Without Big Grid Upgrades Right Away , inspired by the announcement by EV battery giant CATL of $56 per kWh LFP batteries deliverable in the fourth quarter of 2024. Such microgrids ensure power is available to trucks when needed. Truck stops already consume a good deal of electricity for the pumps, air pressure hoses, repair services, restaurant facilities, climate control, etc. They have much more grid-connected load than the average residence, typically capable of delivering 360 kW or more of power. That’s used well under maximum potential power and energy demand levels, as they are overbuilt to avoid challenges and enable later growth. Further, there are peaks and lulls over the day, with typical rush points when many trucks arrive simultaneously, along with other truck stop customers. The figure below is a simplified example of what battery buffering at a truck stop can achieve. The flat line near the bottom is a constant draw of about 80% of maximum power from the grid over 24 hours. The bright colored, tall and peaky line is the charge of a 1.5 MWh capacity battery pack. The dashed lines are trucks charging. Over the 24 hours, the battery’s charge goes up and down, but demands from the grid remain constant. When a truck rolls in needing its 1 MWh battery charged, it will likely be at 20% charge and wish to get to 80%, the normal procedure for the fastest charge for the highest range with the lowest battery degradation. Batteries charge more slowly from 80% to 100%, so recharging from 20% to 80% is optimal for normal use and increases battery lifespan. 600 kWh is sufficient for a Tesla Semi to drive 300 miles before recharging is again required, and for other current models of trucks like the Nikola, about 270 miles. That’s five to six hours of driving time, half of the permitted driving time for a driver in the US per day. This simple model with a relatively inexpensive buffer battery at the rapidly lowering battery costs we’re seeing serves 10 semi trucks a day from one or two megawatt-scale chargers, sufficient for initial truck volumes in most cases for most truck stop locations in the first year of electrification of trucking. Obviously this simplified model doesn’t account for other electricity demands in the truck stop, including the increasing numbers of electric cars that will undoubtedly want to quickly charge and move on as well. However, this scale of power demand, 360 kW, typically takes 1-3 months to install, so adding it to the existing solution isn’t significantly expensive or time consuming. Typically it takes less than a year to put in a power connection sufficient for double that power draw — 720 kW. A slightly bigger battery would enable over 20 trucks to be charged in rush periods. Of course, it also makes sense to add solar panels on all rooftops and canopies, including parking lot shading canopies constructed to maximize local generation, as well as nearby fields, when available, that can be leased for the purpose. This too can be done in stages as the microgrid expands. This can eliminate daytime power demands from the grid entirely, and over time provide local grid stabilization, demand management, and net metering returns of energy to avoid utilities from having to purchase more capacity. Conceptually for a truck stop, as shown in the illustration below, a first increment would put solar panels on the drive through truck fueling canopy and the truck stop building. A pair of megawatt-scale chargers would replace two fuel pumps or be added to the end of the fueling canopy. A battery-electric storage system sized for the required capacity would be built in an appropriate place on the lot. The second increment would add solar panels on canopies over the car park, adding shade amenity and some car charging, more megawatt-scale chargers and more battery capacity. The third increment would include a solar farm in a nearby field, when available, and more megawatt-scale chargers, more battery capacity, and finally an upgraded grid connection. Collectively, solar generation and battery energy storage with microgrid energy management collectively function as a distributed energy resource. Note that in the diagram, BESS is an abbreviation for battery energy storage system, a commonly used acronym in the space. The pattern for depot charging will be different of course, shown conceptually in the illustration below. A typical depot pattern of nighttime parked fleets and daytime deliveries can minimize the need for megawatt-scale charging. Depot vehicles usually have shorter service day mileage than long haul trucks and so will require fewer kWh of charging each day. Also these vehicles have longer dwell times, and slower charging levels can meet the charging needs. A buffer battery may need to have a higher capacity to shift more electricity from solar generation into the nighttime, as an obvious example of distributed energy resource sizing optimization. Conceptually, the first increment of depot charging would have warehouse rooftop solar, an appropriately sized battery, some parking Level 3 or even Level 2 charging, and some loading bay Level 3 charging for top ups. The second increment would add more parking and loading bay charging and solar canopies with Level 2 charging for light vehicles including delivery vans and employee vehicles, as well as additional battery capacity. The third increment would complete loading bay charging potential, include all truck stalls with chargers, put additional solar on empty fields on the property and finally upgrade the grid connection. When land and electric expansion is possible, megawatt charging stations for microgrids must be designed to incrementally scale with power systems capable of high power loads, which may involve reinforced grid interconnections or integration with on-site energy generation and storage solutions. To support high power demands and reduce grid dependency, such microgrid truck charging must use sustainable distributed energy sources such as solar panels and energy storage. Use of solar panels and energy storage systems aligns with sustainability targets for fleet operators looking to lower carbon footprints and meet their environmental, social, and governance plans. Such solutions not only offer microgrid resiliency (to operate in an islanded mode), it can also reduce long-term operational costs by using lower-cost renewable energy and energy management services. The costs of microgrids for trucks at both depots and stops depends on the number and types of chargers installed and magnitude of distributed energy sources, site size, and electrical interconnection, to name a few. Any sizing and electrical connection needs must be optimally designed to ensure adequate sizing based on local freight operational needs. Any lower sizing of charging strains freight logistics’ confidence in electric truck charging to meet their operational needs. Conversely, higher sizing of charging strains grid power procurement from utilities or grid operators and increases operational costs for microgrids. What’s been observed in electrifying fleets that follow this pattern is that total productive hours for drivers can actually increase. In many cases, a depot truck’s first stop in the morning is a gas station nearby, and lineups for gas pumps are a fact of life. Driving to the gas station, fueling, and then driving to the first delivery point is replaced with driving straight to the first delivery point. Fleets are finding up to an hour of additional delivery time in a day with battery-electric vehicles that are already charged when drivers show up to work. For a major organization considering a series of microgrids, standardization of the components, sizes, and vendors is key. There will be a Pareto optimum size for likely three or four increments over time, and the authors’ recommendation is that each is a standardized size, power, capacity, and components mix that is repeated multiple times. No site is unique. Creating a simple menu of three to four sizes of charging microgrid to pick from and a simple sizing algorithm avoids what Flyvbjerg terms the uniqueness bias and will accelerate deployment, reduce risks, and reduce costs. More details on differences in sites and the key requirement for standardized modularity are in the next article. Obviously, a small initial increment will mean faster planning and construction time, and lower capital costs, matching expenditures more closely to increased revenue. The next action for the target audiences is to consider the locations that they have under their control, and rank them by volume. Either develop the expertise in house or hire an external consulting firm to develop an initial microgrid capacity increments set that make sense for your business and volumes. This will inform later actions and may be adjusted. Previous articles in this series: Accelerating Electrification: Freight Trucks Will Dominate In The US Electrified Freight: Trucking Will Grow & Big Logistics Players Will Dominate Trucking Will Electrify, But What Hills Must Be Flattened? Charging Microgrids: Progress for Electric Trucks, Challenges Remain About the authors: Rish Ghatikar has an extensive background in decarbonization, specializing in electric vehicles (EVs), grid integration, and demand response (DR) technologies. At General Motors (GM), he advanced transportation electrification energy services, as part of a broader climate strategy. Previously, at Electric Power Research Institute (EPRI), he focused on digitalizing the electric sector, while at Greenlots, he commercialized EV-grid and energy storage solutions. His work at the DOE’s Lawrence Berkeley National Laboratory spearheaded DR automation to support dynamic utility pricing policies. An active climate advocate, Ghatikar advises on policies and technologies that align the grid with transportation and energy use for sustainable growth. Michael Barnard, a climate futurist and chief strategist at The Future Is Electric (TFIE), advises executives, boards, and investors on long-term decarbonization strategies, projecting scenarios 40 to 80 years into the future. His work spans industries from transportation and agriculture to heavy industry, advocating for total electrification and renewable energy expansion. Barnard, also a co-founder of Trace Intercept and an Advisory Board member for electric aviation startup FLIMAX, contributes regularly to climate discourse as a writer and host of the Redefining Energy – Tech podcast. His perspectives emphasize practical solutions rooted in physics, economics, and human behavior, aiming to accelerate the transition to a sustainable future. CleanTechnica's Comment Policy LinkedIn WhatsApp Facebook Bluesky Email Reddit
The government expressed confidence on Monday that the 2001 memorandum of understanding on joint development in the Gulf of Thailand signed by Thailand and Cambodia would not trigger mass protests. This was in response to former yellow-shirt movement leader and media firebrand Sondhi Limthongkul's threat to hold regular activities next year, which some observers have warned could escalate into mass demonstrations against the Pheu Thai-led government. At a forum on Sunday at Thammasat University's Tha Prachan campus, Mr Sondhi, the former leader of the now-defunct People's Alliance for Democracy (PAD), criticised Prime Minister Paetongtarn Shinawatra for her lack of knowledge and accused the government of disregarding the law. Mr Sondhi suggested now is the time to arm people with knowledge and suggested holding a monthly public forum starting next year. His remarks were seen as a threatening to move to oust the Paetongtarn government. Deputy Prime Minister Phumtham Wechayachai on Monday brushed aside the prospect of street protests and said Mr Sondhi has the constitutional right to hold rallies. He said the government is ready to face scrutiny and pointed out that there are already channels in place to keep the government in check. Mr Phumtham, the defence minister and a Pheu Thai Party heavyweight, also urged the former PAD leader to consider the possible impacts that street protests could have on the economy. The prolonged street protests to oust previous governments, which prompted authorities to close some areas, caused extensive damage to the country, he argued, referring to PAD protests, which shut down the city's airports for more than a week. Asked about Mr Sondhi's planned weekly meetings, the deputy prime minister said he was not concerned despite Mr Sondhi having led the mass protests in 2006, culminating in a coup toppling the Thaksin administration. Interior Minister Anutin Charnvirakul echoed Mr Phumtham's opinions, saying Mr Sondhi is free to lawfully exercise his constitutional right. However, Mr Anutin, leader of the Bhumjaithai Party, denied any internal struggle between his party and the Pheu Thai Party in the wake of the Khao Kradong land controversy . He said the coalition parties are working in unity and operate under the prime minister's instructions. In a media interview, Mr Sondhi, 77, said that it is undecided if he would lead a street protest against the Paetongtarn government. He said he did not want to, but he would do it if necessary. However, he said that the current political situation is not intense enough to proceed with such a drastic measure, although it was nearing that point. Panthep Phuaphongphan, a former PAD leader, said the Nov 24 forum was a test of people's readiness and designed to energise the PAD supporters. He insisted that no gatherings are planned at this stage. Mr Panthep said the public did not believe Thaksin was ill during his detention at the Police General Hospital. They were also sceptical about the government's planned negotiations with Cambodia over the sharing of natural resources in the Gulf of Thailand under the 2001 MoU. He stressed that Mr Sondhi would submit a petition to Ms Paetongtarn next year. "But whether or not people will join him, it is kept as a surprise [by Mr Sondhi]," he added.
IRVINE, Calif., Dec. 11, 2024 /PRNewswire/ -- The Dot Corp, a recognized leader in healthcare supply chain services, printing solutions, and direct mail is thrilled to announce the recent relocation of its Healthcare Supply Chain and Direct Mail divisions to a brand-new facility in Irvine, CA. This move represents a significant milestone in The Dot Corp's commitment to expanding its capabilities and enhancing service delivery for its growing customer base. The new facility will expand the company's ability to provide an end-to-end solution for lab testing kitting and fulfillment, enabling seamless service integration and comprehensive support across the entire healthcare supply chain, from order fulfillment to final delivery. The new facility, located at 9700 Toledo Way, Irvine, CA 92618, spans a total of 77,313 square feet across a 3.7 acre site, offering The Dot Corp a state-of-the-art space to further optimize its operations. The building features a two-story, 9542 square foot modern office space designed to support collaboration and innovation, as well as a high-efficiency temperature-controlled warehouse boasting 20 foot clearance and 4000 amps of electrical power. The added infrastructure allows The Dot Corp to further expand its scalability, further increasing efficiency and supporting future growth. "Our new facility represents a monumental leap forward in The Dot Corp's journey," said Jeff Shattuck, President of The Dot Corp. "We have thoughtfully invested in top-tier infrastructure and cutting-edge technology, which will enable us to deliver our services at an even higher level. This move sets the stage for future innovation and growth as we continue to meet the evolving needs of our clients in healthcare logistics, kitting, fulfillment and beyond." Strategically located near major transportation hubs such as the SNA airport, FedEx's NJA hub, 5, 405, 55 and 133 Freeways, the facility offers The Dot Corp streamlined access to key distribution routes, enhancing the company's shipping and logistics capabilities. The facility's proximity to major freeways also positions The Dot Corp to attract and retain top-tier talent from the surrounding labor market, as well as provide faster, more efficient services to its customers across the region. The new facility also reflects The Dot Corp's commitment to sustainability and modernization. The building is equipped with new LED lighting throughout the warehouse, providing optimal visibility while reducing energy consumption. Additionally, the installation of modern HVAC systems and energy-efficient upgrades ensures a comfortable, productive environment for employees, while demonstrating The Dot Corp's dedication to minimizing its environmental footprint. The new facility is designed to meet the highest standards of safety and quality for handling, packaging, and distributing medical devices and diagnostic kits. Fully compliant with FDA regulations, including Current Good Manufacturing Practices (cGMP), the facility ensures precise labeling, packaging, and shipping processes. By adhering to stringent quality controls, The Dot's new facility enhances its ability to support the growing demand for safe and reliable healthcare products, ensuring that all products are handled with care and integrity from assembly to delivery. "Our commitment to our clients has always been at the forefront of our decision-making process," added Shattuck. "We've worked hard to ensure this transition is smooth and seamless, so our customers experience no interruptions. Now, with the added capabilities of our new space, we are better positioned to serve our customers with the efficiency, innovation, and reliability they deserve." This move also supports The Dot Corp's long-term strategy of expanding its healthcare supply chain services, meeting the increasing demands of the healthcare sector with advanced logistics and fulfillment solutions. By leveraging the expanded capacity and technology offered by the new facility, The Dot Corp is equipped to handle larger volumes of inventory, improve fulfillment speed, and provide enhanced supply chain solutions that are essential for healthcare clients. The Dot Corp invites its customers, partners, and community to learn more about the enhanced capabilities and offerings made possible by the new facility. For further inquiries or to schedule a tour of the new premises, please contact: The Dot Corp Phone: (800) 468-6100 Email: connect@thedotcorp.com Website: www.thedotcorp.com About The Dot Corp The Dot Corp is a leading provider of comprehensive printing, direct mail, fulfillment, and healthcare supply chain services. With decades of experience, The Dot Corp delivers customized solutions that span the full spectrum of production, distribution, and logistics. Known for their dedication to quality, efficiency, and client satisfaction, The Dot Corp partners with businesses to provide innovative services that support their success in a dynamic marketplace. View original content to download multimedia: https://www.prnewswire.com/news-releases/the-dot-corp-expands-capabilitiesoperations-with-a-new-state-of-the-art-facility-in-irvine-ca-302328325.html SOURCE The Dot CorpHarry and Meghan’s polo docuseries to highlight ‘grit behind the glamour’
WASHINGTON, D.C. – St. Bonaventure University women's basketball freshman Zoe Shaw earned selection as the Atlantic 10 Rookie of the Week, conference officials announced Monday. Shaw averaged 15.5 points, 6.5 rebounds and 2.0 assists per game while shooting 93.3 percent (14-for-15) from the free throw line over two games, helping the Bonnies to a comeback victory over Little Three rival Niagara Tuesday night. She finished the week with a 42.1 shooting percent and averaged 37.0 minutes per contest. Against the Purple Eagles, Shaw was a key part of the Bonnies erasing a 15-point second quarter deficit to rally for the win. She tallied 17 points, five rebounds, three assists, two steals and a block in the victory. In Saturday's non-conference finale at Robert Morris, Shaw played a career-high 39 minutes, registering a team-high 14 points to go along with eight rebounds. She finished the contest a perfect 6-for-6 from the free throw line. A native of Melbourne, Australia, Shaw has started all 11 games this season for the Brown and White, averaging 7.8 points, 4.5 rebounds and 1.9 assists in 32.1 minutes per game. St. Bonaventure has earned back-to-back Atlantic 10 Rookie of the Week honors after Cailtin Frost garnered the accolades Dec. 16. The Bonnies are set to kickoff Atlantic 10 play Sunday, Dec. 29 at Loyola Chicago.Portronics launches Thunder 2.0 wireless speaker in India: Price, specs and more
SEOUL — A South Korean man has been sentenced to a suspended prison term for deliberately gaining more than 44 pounds to evade a tougher role in the country’s military conscription system, a Seoul court said Tuesday. In South Korea, all able-bodied men must serve in the military for 18-21 months, but individuals with health issues can instead carry out their duties at non-military facilities such as welfare centers and community service centers. If their problems are serious, they are exempted from their military duties. The Seoul Eastern District Court said it sentenced the man to one year in prison, suspended for two years, for violating the country’s military service act. The court said an acquaintance of the man received a suspended 1-year prison term for aiding his crime. Local media reported they are friends, both aged 26, but the court said it couldn’t confirm the reports. An exam in 2017 found the man suitable to become an active-duty soldier at 5 feet 6 inches tall and weighting 183 pounds. But with the advice of his acquaintance that he could get a social service grade if he was overweight, he doubled his daily food consumption, focused on eating high-calorie food products and quit his part-time job as a delivery worker, according to the court’s public affairs office. In three physical exams from 2022-23, the man weighed 225-231 pounds, a weight that made him fit for social service. Just before those exams, he drank a large amount of water as well, according to the court. It was unclear how the crime was caught and whether the man began serving his military duty before he was tried. The court only said the man had promised to fulfill his military duty faithfully. The court said both the defendants and prosecutors didn’t appeal the Nov. 13 ruling. South Korea maintains a military conscription system due to threats from rival North Korea. But exemptions or dodging of military duties is a highly sensitive domestic issue, because the draft forces young men to suspend their studies or professional careers. Each year, about 50-60 cases of dodging military duties have been reported, according to the Military Manpower Administration. It said common ways to evade military duties include gaining or losing weight excessively or men with health issues not taking necessary medical treatments before physical tests. Kim writes for the Associated Press.As had been rumored in recent weeks, Nebraska wide receiver Malachi Coleman is indeed entering the transfer portal. Head coach Matt Rhule confirmed the news during his weekly media availability on Monday, wishing Coleman the best. Follow us on Facebook Related: Huskers WR Jacory Barney earns Big Ten weekly honor The former Lincoln East High School standout was rated as a four-star recruit by the 247Sports Composite as the top player in the state and a top-65 player in the country. In fact, he even got some run as a true freshman. In five games last season, Coleman had eight catches for 139 yards and a touchdown, showing some big-play ability that got many fans excited. This season, he's been redshirting, but with roster limits taking effect for next year and several other young receivers apparently ahead of Coleman on the depth chart, the Lincoln native is hitting the portal to find a better opportunity. Coleman posted a message on social media, thanking Nebraska’s coaches, players and fans. “I will forever be thankful for the relationships I’ve built, the lessons I’ve learned, and the experiences I’ve had here. Wearing the N and fulfilling my childhood dream of playing for my hometown has been an honor,” his message said. With NCAA regulations forcing the Huskers to carry roughly 45 fewer players starting next year, Rhule said he expects between 30 and 50 guys to enter the portal after the season, although he didn't say anyone else had already left the team. Related: Here are the best PFF grades in Nebraska's win over Wisconsin Dylan Widger-Imagn Images
Reigning state champ Owyhee starts the season as the heavy favorite for another title, according to the first Idaho boys basketball state media poll released Tuesday. The Storm received 8-of-9 first-place votes in the season-opening poll, finishing well ahead of Madison and Coeur d’Alene in the 6A classification. Preston (5A), Bonners Ferry (4A), West Side (3A), Kamiah (2A) and Rockland (1A) also topped their respective division’s rankings. See the full 6A to 1A rankings below. Top 20 boys basketball players to watch this year. See who made the Southwest Idaho list Idaho high school girls basketball rankings: Who’s No. 1 in the first poll of the season?North Carolina Gov. Roy Cooper vetoes Helene relief bill that shifts power from governor, attorney general
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