The G-20 summit kicks off Tuesday. Here’s what to expect.
Indonesian Finance Minister Sri Mulyani (C front) attends the G20 Finance Ministers Meeting in Nusa Dua, on Indonesia’s resort island of Bali, on July 16, 2022.
SONNY TUMBELAKA | POOL | AFP via Getty Images
World leaders are kicking off a meeting Tuesday on the holiday island of Bali, Indonesia as the global economy grapples with a looming recession, central banks’ jumbo rate hikes and historically high inflation.
The annual meeting of leaders from the world’s major economies, known as the Group of 20 nations, is also taking place as Russia’s war in Ukraine drags on and relations between Washington and Beijing remain tense.
The gathering of officials that represent more than 80% of global GDP and 75% of exports worldwide marks the 17th meeting since the the platform kicked off after the Asian financial crisis in 1999 as a meeting for finance ministry officials and central bank leaders.
Who’s attending?
Nineteen countries and one economic region, the European Union, will attend this year’s two-day G-20 meeting.
This year’s in-person attendee list has been in the spotlight as Russian President Vladimir Putin continues his unprovoked war in Ukraine.
Putin will not be attending the summit and will instead be represented by Foreign Minister Sergey Lavrov, who walked out of a G-20 foreign minister meeting in July as his global counterparts called for an end to the war in Ukraine. Reuters reported Putin may join virtually.
U.S. President Joe Biden is also scheduled to hold a bilateral meeting with his Chinese counterpart Xi Jinping ahead of the G-20.
Other attendees include newly appointed U.K. Prime Minister Rishi Sunak and Saudi Arabia’s crown prince and de facto leader Mohammed bin Salman, who recently led an OPEC+ initiative to cut oil production by 2 million barrels per day to shore up prices.
Expectations are ‘not very high’
Not much progress is expected from Biden and Xi’s meeting, according to Andrew Staples, Asia Pacific director of Economist Impact, the policy and insights arm of The Economist Group.
“Expectations are not very high,” he told CNBC’s Martin Soong, adding that ongoing geopolitical tensions are dragging down global growth. He highlighted China’s stance on the war in Ukraine as one of many signs of eroding relations between the U.S. and China.
“There’s a lot of concern for the business community globally that these geopolitical tensions is impacting negatively … we have in Ukraine, which China has been unfortunately been somewhat ambivalent about when it comes to President Putin, is really damaging the global economy,” he said.
“Finding some floor to this relationship — which is what Biden is looking to do — will be a positive, not only for the business community but for the global economic sentiment as well,” he said.
The role of Russia
Russia’s latest move to constantly flip its stance on the United Nations-led Black Sea Grain initiative is “likely to overshadow all other negotiations in Bali,” Laura von Daniels, head of the Americas research at the German Institute for International and Security Affairs, said in a Council on Foreign Relations report.
The agreement, reached earlier this year, sought to ease Russia’s naval blockade and reopen key Ukrainian ports to deliver crops through a humanitarian corridor in the Black Sea. It expires on Nov. 19.
“To agree would not cost Russia anything,” said von Daniels. “It would, though, allow both Xi and Putin — as leaders of authoritarian states — to be applauded on the world stage for providing food security.”
Reopening strategy
The meeting takes place as a vast majority of the world reopens borders and lifts Covid-related restrictions — leaning into the post-pandemic era with its slogan, “Recover Together, Recover Stronger.”
Members agreed that “policy stimulus needs to be withdrawn appropriately during the recovery,” the Indonesia G-20 Presidency said in a July note released ahead of the meeting. It referred to a survey of member states that it conducted.
It said the potential for longer-lasting impact from the coronavirus pandemic on global growth would be a key topic of the meetings taking place in November.
“Risks stemming from supply disruption, rising inflation, and weak investment are the top three risks to be addressed urgently in relation to scarring from the pandemic,” it said, highlighting the need for global cooperation including the gradual reopening of borders to support revival of trade.
“We’ve all got some version of an inflation problem and rising interest rates as well, so the whole world has an interest in making progress here,” Australia Treasurer Jim Chalmers told CNBC’s Martin Soong. “Conditions are high risk and they are volatile,” he said.
In a bold bid to combat the crippling air pollution crisis in its capital, Delhi, Indian lawmakers have begun high-level discussions about a plan to phase out gas and diesel combustion vehicles by 2035 – a move that could cause a seismic shift in the global EV space and provide a cleaner, greener future for India’s capital.
Long considered one of the world’s most polluted capital cities, Indian capital Delhi is taking drastic steps to cut back pollution with a gas and diesel engine ban coming soon – but they want results faster than that. As such, Delhi is starting with a city-wide ban on refueling vehicles more than 15 years old, and it went into effect earlier this week. (!)
“We are installing gadgets at petrol pumps which will identify vehicles older than 15 years, and no fuel will be provided to them,” said Delhi Environment Minister Manjinder Singh Sirsa … but they’re not stopping there. “Additionally, we will intensify scrutiny of heavy vehicles entering Delhi to ensure they meet prescribed environmental standards before being allowed entry.”
Making it prohibitively difficult for Dehli’s residents to own and operate older, presumably more polluting vehicles is one way to reduce harmful emissions and air pollution, but Sirsa’s team isn’t just targeting newer vehicles. They’re also planning to deploy more than 900 electric transit buses, part of a larger plan to replace 5,000 of the city’s 7,500 total bus with lower- or zero-emission options this year alone.
The Economic Times is reporting that discussions are underway to pass laws requiring that all future bus purchases will be required to be electric or “clean fuel” (read: CNG or hydrogen) by the end of this year, with a gas/diesel ban on “three-wheelers and light goods vehicles,” (commercial tuk-tuks and delivery mopeds) potentially coming 2026 to 2027 and a similar ban privately owned and operated cars and bikes coming “between 2030 and 2035.”
Electrek’s Take
After a Chinese government study linked air pollution caused by automotive exhausts and coal-fired power plants to more than 1.1 million deaths per year in 2013, the nation’s government took serious action, shuttering older coal plants and imposing strict emissions standards. The country also incentivized EV adoption through license-plate lotteries favoring electric cars and a nationwide EV mandate set to kick in by 2030.
The results were astounding, and the technological innovations that have come from an entire nation of talented engineers all “pulling in the same direction” have put the West to shame, with Western auto executives repeatedly sounding the alarm and lobbying for tariffs and other protectionist policies on both sides of the Atlantic.
To see India make move towards a gas and diesel ban like this, and on such an aggressive timeline, can only mean that they’ve been paying attention … and America is about to fall even further behind.
SOURCE: India Times; featured image by Sumita Roy Dutta.
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Last week, Parker Hannifin launched what they’re calling the industry’s first certified Mobile Electrification Technology Center to train mobile equipment technicians make the transition from conventional diesel engines to modern electric motors.
The electrification of mobile equipment is opening new doors for construction and engineering companies working in indoor, environmentally sensitive, or noise-regulated urban environments – but it also poses a new set of challenges that, while they mirror some of the challenges internal combustion faced a century ago, aren’t yet fully solved. These go beyond just getting energy to the equipment assets’ batteries, and include the integration of hydraulic implements, electronic controls, and the myriad of upfit accessories that have been developed over the last five decades to operate on 12V power.
At the same time, manufacturers and dealers have to ensure the safety of their technicians, which includes providing comprehensive training on the intricacies of high-voltage electric vehicle repair and maintenance – and that’s where Parker’s new mobile equipment training program comes in, helping to accelerate the shift to EVs.
“We are excited to partner with these outstanding distributors at a higher level. Their commitment to designing innovative mobile electrification systems aligns perfectly with our vision to empower machine manufacturers in reducing their environmental footprint while enhancing operational efficiency,” explains Mark Schoessler, VP of sales for Parker’s Motion Systems Group. “Their expertise in designing mobile electrification systems and their capability to deliver integrated solutions will help to maximize the impact of Parker’s expanding METC network.”
The manufacturing equipment experts at Nott Company were among the first to go through the Parker Hannifin training program, certifying their technicians on Parker’s electric motors, drives, coolers, controllers and control systems.
“We are proud to be recognized for our unwavering dedication to advancing mobile electrification technologies and delivering cutting-edge solutions,” says Nott CEO, Markus Rauchhaus. “This milestone would not have been possible without our incredible partners, customers and the team at Nott Company.”
In addition to Nott, two other North American distributors (Depatie Fluid Power in Portage, Michigan, and Hydradyne in Fort Worth, Texas) have completed the Parker certification.
Electrek’s Take
With the rise of electric equipment assets like Bobcat’s T7X compact track loader and E10e electric excavator that eliminate traditional hydraulics and rely on high-voltage battery systems, specialized electrical systems training is becoming increasingly important. Seasoned, steady hands with decades of diesel and hydraulic systems experience are obsolete, and they’ll need to learn new skills to stay relevant.
Certification programs like Parker’s are working to bridge that skills gap, equipping technicians with the skills to maximize performance while mitigating risks associated with high-voltage systems. Here’s hoping more of these start popping up sooner than later.
SOURCE | IMAGES: Parker Hannifin.
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Based on a Peterbilt 579 commercial semi truck, the ReVolt EREV hybrid electric semi truck promises 40% better fuel economy and more than twice the torque of a conventional, diesel-powered semi. The concept has promise – and now, it has customers.
Austin, Texas-based ReVolt Motors scored its first win with specialist carrier Page Trucking, who’s rolling the dice on five of the Peterbilt 579-based hybrid big rigs — with another order for 15 more of the modified Petes waiting in the wings if the initial five work out.
The deal will see ReVolt’s “dual-power system” put to the test in real-world conditions, pairing its e-axles’ battery-electric torque with up to 1,200 miles of diesel-extended range.
ReVolt Motors team
The ReVolt team starts off with a Peterbilt, then removes the transmission and drive axle, replacing them with a large genhead and batteries. As the big Pete’s diesel engine runs (that’s right, kids – the engine stays in place), it creates electrical energy that’s stored in the trucks’ batteries. Those electrons then flow to the truck’s 670 hp e-axles, putting down a massive, 3500 lb-ft of Earth-moving torque to the ground at 0 rpm.
The result is an electrically-driven semi truck that works like a big BMW i3 or other EREV, and packs enough battery capacity to operate as a ZEV (sorry, ZET) in ports and urban clean zones. And, more importantly, allows over-the-road drivers to hotel for up to 34 hours without idling the engine or requiring a grid connection.
That ability to “hotel” in the cab is incredibly important, especially as the national shortage of semi truck parking continues to worsen and the number of goods shipped across America’s roads continues to increase.
And, because the ReVolt trucks can hotel without the noise and emissions of diesel or the loss of range of pure electric, they can immediately “plug in” to existing long-haul routes without the need to wait for a commercial truck charging infrastructure to materialize.
“Drivers should not have to choose between losing their longtime routes because of changing regulatory environments or losing the truck in which they have already made significant investments,” explains Gus Gardner, ReVolt founder and CEO. “American truckers want their trucks to reflect their identity, and our retrofit technology allows them to continue driving the trucks they love while still making a living.”
If all of that sounds familiar, it’s probably because you’ve heard of Hyliion.
Hyliion electric semi truck
Before it changed its focus to develop Carnot-cycle generators and gensets, Austin-based Hyliion built a number of EREV Peterbilts using the then-new 15L Cummins diesel as a generator and employing the same sort of battery and e-axle-arrangement as ReVolt.
In addition to being located in the same town and employing the same idea in the same Peterbilt 579 tractor, ReVolt even employs some of the same key players as Hyliion: both the company’s CTO, Chandra Patil, and its Director of Engineering, Blake Witchie, previously worked at Hyliion’s truck works.
Still, Hyliion made their choice when they shut down their truck business. ReVolt seems to have picked up the ball – and their first customer is eager to run with it.
“Our industry is undergoing a major transition, and fleet owners need practical solutions that make financial sense while reducing our environmental impact,” said Dan Titus, CEO of Page Trucking. “ReVolt’s hybrid drivetrain lowers our fuel costs, providing our drivers with a powerful and efficient truck, all without the need for expensive charging infrastructure or worrying about state compliance mandates. The reduced emissions also enable our customers to reduce their Scope 2 emissions.”
Page Trucking has a fleet of approximately 500 trucks in service, serving the agriculture, hazardous materials, and bulk commodities industries throughout Texas. And, if ReVolt’s EREV semis live up to their promise, expect them to operate a lot more than 20 of ’em.
SOURCES | IMAGES: ReVolt; via Power Progress, TTNews.
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