The USPS NGDV Project
Phase 2 of EV Development
It takes some large amount of time to build out the proper facilities and customize a robotics and assembly line. In order to get it right, the idea is to build out a small scale production facility for a pre-existing model such as the Fisker Ocean, Lordstown Endurance, Workhorse W56 or Navistar eStar variant. This allows for initial tuning practice and examination of any material issues as far as supply and integration goes.
The NGDV plan is tied in with the broader EV Conglomerate plan, in that there is a fair amount of verticality to the development process. One of the predicates of the EV Conglomerate is folding in a large pre-existing manufacturer such as the Volvo Group, who has experience building EVs and has a pre-existing supply of component parts. In order to securely develop and supply an NGDV product, the principle is that by economy of scale, it provides for some profit margin to keep a business afloat.
This Proposed NGDV solution actually suggests more than one model of vehicle, as it aims to serve the specific defined needs as stated by the USPS nearly a decade ago. In addition, a logistics program aims to further segment certain kinds of transport, which could benefit from having different types of last mile vehicles. This is already generally in practice, but the development program is meant to cover the inevitable EV needs of the USPS within their network structure.
The NGDV project also proposes to address some of the background technical limitations of the communications systems guiding delivery, by incorporating advanced tracking that allow for the advanced package and mail service the USPS provides in select regions. The general tracking and sensor data would potentially improve service diagnostics during routine maintenance and damage assessment.
One aspect of the proposed NGDV Project is to modularize to the extent possible aspects of the service vehicle by providing an option for secondary fuel types. This effectively means providing for a package and mail "Frunk" that could also be fitted with either a gasoline/diesel motor-generator or a Hydrogen Fuel Cell system. Additional weatherization options for battery packs could be employed for climate-specific locations. For example, Florida does not need advanced de-icing, battery-warming, and heat recirculation technology/hardware, whereas in New York and Alaska that might be an absolute requirement. In Florida, California, and Arizona a topmount Solar Array fixture might yield practical returns, whereas in Seattle it would not.
Some of the new requirements for the NGDV include driver safety accommodations in relation to temperature. While a separate proposal for the eLLV retrofit includes additional passive temperature management techniques, the NGDV RFP, as it currently stands, requires active temperature controls. This is likely the most substantial change that is highly costly from both a development and pure economic cost perspective. In general, a dedicated heatpump system is the preferred methodology, which would be integrated with the battery pack system for thermal management.
Additional considerations over the long term are modularization features for the cabin, allowing for the entire route's mail configuration to be pre-set before being loaded onto the vehicle (modular racking).
