But before long — perhaps surprisingly — it’s a purchase that should pay for itself.

That’s the conclusion of a new MIT study showing that electric vehicles are not just environmentally friendly, but also have the potential to improve the bottom line for many kinds of businesses.

The study, conducted by researchers at MIT’s Center for Transportation and Logistics (CTL), finds that electric vehicles can cost 9 to 12 percent less to operate than trucks powered by diesel engines, when used to make deliveries on an everyday basis in big cities.

“There has to be a good business case if there is going to be more adoption of electric vehicles,” says Jarrod Goentzel, director of the Renewable Energy Delivery Project at CTL and one of four co-authors of the new study. “We think it’s already a viable economic model, and as battery costs continue to drop, the case will only get better.”

The CTL study was conducted using data collected by the international office supplier Staples, as well as ISO New England, the nonprofit firm that runs New England’s electric power grid. Using that data, the researchers modeled the costs for a fleet of 250 delivery trucks, and examined alternate scenarios in which the whole fleet used one of three kinds of motors: purely electric engines, hybrid gas-electric engines and conventional diesel engines.

Based on the Staples data, the researchers modeled what would happen if the trucks in the fleet were driven 70 miles a day for 253 work days per year, with diesel gasoline costing $4 per gallon. Trucks with internal-combustion engines averaged 10.14 miles per gallon, compared to 11.56 miles per gallon for hybrid trucks, while the electric-only trucks averaged 0.8 kilowatt-hours per mile. Staples currently has 53 electric trucks, manufactured by Missouri-based Smith Electric Vehicles, in use in several American cities.

The study added one new component to the projections often made by industry fleet managers: The researchers looked at what would happen if the fleets of trucks were part of a vehicle-to-grid (V2G) system in which their batteries could be plugged into the electricity grid for 12 hours overnight, as an additional resource for providing reliable electricity to consumers. In such a setup, truck owners would be paid by utility firms for the power services they provide. V2G systems are currently being tested by multiple utility companies.

After running the numbers for various scenarios in which trucks are parked at slightly different times overnight, the MIT team found that businesses could earn roughly $900 to $1,400 per truck per year in V2G revenues in current energy markets, representing a reduction of 7 to 11 percent in vehicle operating costs. Firms would also save money on fuel, and on maintenance, because electric trucks induce less wear and tear on brakes.

All told, the operational cost per mile — the basic metric all fleet managers use — would drop from 75 cents per mile to 68 cents per mile when V2G-enabled electric trucks are substituted for internal-combustion trucks. Moreover, as Goentzel notes, “almost all these costs scale down to the individual vehicle.” Firms do not need fleets as big as 250 trucks to realize savings.

Michael Payette, director of fleet equipment at Staples, suggests that the MIT analysis corresponds with his firm’s results so far — although “it is still early in our post-deployment analysis,” he notes. In reviewing the performance of electric trucks, Payette adds, there have been “no real surprises from a reliability perspective, but I was surprised by the drivers’ acceptance, to the point where they do not ever want to drive a diesel [truck] again.”

As Goentzel acknowledges, one limitation of the concept is that it only applies to urban truck fleets; electric vehicles do not have the range to make many kinds of rural or interstate deliveries. On the other hand, he notes, opportunities abound to use midsize electric trucks in cities.

“If you’re in an urban environment, almost any truck you see is a candidate,” Goentzel says. “If there’s a commercial truck in a city, it’s likely to be part of a fleet, whether it’s a service vehicle for a cable company, an electric utility truck, a mail package-delivery truck or part of a government fleet.”

And if the V2G concept is brought to market, commercial fleets would likely be among the first vehicles to be used, partly for logistical reasons: They would provide power resources that could be connected to the grid at regular times in the same locations.

“The initial opportunities for V2G are likely to be for fleets, because they can be managed and controlled,” Goentzel says. Knowing that, say, Staples would have 250 trucks plugged into the grid at certain overnight hours would help utilities smooth out the flow of electricity to consumers. That delivery would be harder to manage, he notes, if it depended on individual consumers plugging their autos into the grid at more random times. “There is some work to be done before the average person is able to plug in their car and get paid by the grid,” Goentzel acknowledges.

Nissan is working on the development and sales of zero-emission vehicles, including the electric vehicle (EV) Nissan LEAF, as well as battery development and production. From July 2011, the company began efforts to widen the EV range into the LCV sector, with the launch of global proving tests for the NV200 based EV.

Nissan is exhibiting trucks equipped with Nissan LEAF components and other EV-related technologies. Nissan is showing three trucks: the e-NT400 Cabstar Concept, the Cabstar Refrigerator Van with Li-ion Battery, and the Cabstar Power Supply Truck. In addition to the above models, Nissan is showcasing its wide-ranging line-up at the exhibition, including the NV200 Combi Taxi, the only vehicle in Japan certified as a Universal Design Taxi.

The NV200 Combi, which is the base model of the NV200 Taxi, was selected as the next-generation taxi for New York City in May of this year. This vehicle is a new generation of LCV that was developed to respond to the needs of customers on a global level and is already being sold in nearly 40 countries. Nissan aims to introduce various new LCVs in the future in order to meet the needs of its customers, and by fiscal 2016 to become the leading LCV manufacturer in the industry.

e-NT400 Cabstar Concept
The e-NT400 Cabstar Concept is an EV concept vehicle based on the Cabstar and equipped with Nissan LEAF components. Capitalising on its special characteristic of being totally CO2 and emission free, this truck can enter into areas where emission restrictions prevent the entry of conventional vehicles. Furthermore, the addition of a high-output, high-capacity lithium-ion battery and a high-performance electric motor have allowed for realising smooth, vibration free acceleration, an experience completely different compared to conventional gasoline and diesel-powered vehicles. Because there is no vibration resulting from mechanisms such as engine combustion, every aspect of driving offers a totally new feel, including when stopped, accelerating, and cruising. The vehicle also boasts a cruising range of 100 km in JC08 mode. Delivering technological innovation in concert with environmental consideration, the e-NT400 ATLAS Concept offers infinite potential for trucks of the future.

Cabstar Refrigerator Van by Li-ion Battery
The Cabstar Refrigerator Van by Li-ion Battery is the first of its kind in the world. Its refrigerating compressor operates on a combination of an electric motor with a lithium-ion battery power system developed by 4R Energy Corporation. The vehicle’s high-efficiency electric compressor makes it possible to keep the chilled/freezer compartments operating even when the vehicle engine is switched off, while also contributing to cutting CO2 emissions. In addition, getting rid of refrigerant piping in the chassis has allowed for reducing the risk of refrigerant gas leaks.

Moreover, this vehicle offers groundbreaking multi view monitor, which is an advanced version of the around view monitor modified especially for trucks. The new monitor provides a bird’s eye view of your vehicle on LED screen which is located on a rearview mirror area, allowing the driver to check to their rear and passenger side, areas that are difficult to see when backing up.

The Cabstar Refrigerator Van by Li-ion Battery is scheduled for release in Japan in late 2012. Its multi view monitor is scheduled for release in spring 2012.

Cabstar Power Supply Truck
The Cabstar Power Supply Truck is installed with a 72kWh battery, the same as three Nissan LEAF batteries. This can provide power equivalent to that used at peak day-time periods by a 20-person office space (250㎡) over four hours. Recharging can be carried out at night during periods of lower power demand and then used at peak times during the day, thus alleviating pressure on the power grid at peak consumption times. In addition, this system can also be used as an emergency power supply during power shortages or outages.

The new eStar electric trucks will be deployed in San Francisco, New York City, Washington, D.C. and Hartford, Conn., with two trucks in Los Angeles.

The Navistar eStar vehicles can run up to 100 miles per charge and be fully recharged in six to eight hours. The super-quiet eStar cuts down on noise pollution and its unique windshield design provides 180-degree visibility, an additional safety feature for drivers. Its low-floor design makes loading and unloading easy as well.

Coca-Cola said the introduction of the eStar vehicles into its fleet is part of its commitment to energy efficiency and the use of alternative fuel vehicles.

In North America, Coca-Cola is also evaluating light-duty propane and natural gas options and is training its drivers in eco-driving techniques, such as minimal braking and early gear changes, through the Company’s proprietary Smartdriver program.

Currently, Coca-Cola has the largest heavy-duty hybrid electric fleet in North America with more than 650 hybrid delivery trucks deployed in major U.S. cities, including New York, Los Angeles, Washington, D.C., Atlanta and Miami.

The Mule M100 has a top speed of 70 mph (112 km/h) and can travel up to 100 miles (160 km) before having to recharge, making it ideal for daily, short-haul deliveries.

The Mule M100 also demonstrates the expansion of Balqon’s product portfolio into the Class 7 on-road market and the versatility of its drive system technology, which is now being applied to buses and trucks.

The Mule M100 was developed using Balqon’s proprietary heavy-duty electric vehicle drive system that includes complete power management, propulsion, and power conversion systems, which makes the Mule M100 more energy efficient than other medium-duty trucks with similar functionality.

In addition, the Mule M100 features a 24-foot deck and four ton capacity to accommodate the pickup and delivery of beverages, packages and shipment of cargo for inner city deliveries.

The Mule M100 is equipped with an air ride suspension and cab air conditioner providing the operator with all the comforts and ergonomics, but without the engine noise and emissions, of comparable gas or diesel powered trucks.

The Mule M100 fully recharges in three hours, allowing customers to increase the vehicle’s range with the opportunity of charging during the day.

The eStar electric truck, a Class 2c-3 electric truck and the first in its category, has a range of 160 kilometers (100 miles) per charge and can be fully recharged within 6 to 8 hours.

With zero tailpipe emissions, each eStar electric truck can reduce greenhouse gas emissions by as much as 10 tons annually. The windshield design provides nearly 180-degree visibility, the low-floor design allows easy loading/unloading and the noise level is nearly non-existent.

Unlike other electric trucks that are reconfigured models of fossil-fuel trucks, the eStar electric truck has been purpose-built for electric power, providing a competitive advantage with a low centre of gravity (the battery is between the frame rails, not mounted on top) and a 36-foot turning radius. The eStar is engineered with superior aerodynamics, a walk-though cab and a quick-change cassette-type battery that can be swapped out in 20 minutes, enabling around the clock operation. It is capable of carrying payloads up to two tons.

Canada Post has the largest delivery fleet in Canada – over 7,300 vehicles traveling more than 79 million kilometers a year. The company has made investments in researching and testing alternative technologies including ethanol, biodiesel, natural gas, propane, hydrogen, hybrids as well as electric vehicles to reduce the environmental impact of its fleet.

The eStar all-electric truck transitioned from concept to reality in August 2009, when President Barack Obama visited Navistar’s manufacturing plant in Indiana to announce $39.2 million in American Recovery and Reinvestment Act funds from the Transportation Electrification Initiative administered by the U.S. Department of Energy.

Staples’ new Smith electric trucks have zero emissions and offer fuel costs that are as much as 75 percent lower than diesel. The new addition to Staples’ delivery fleet will consist of 41 electric trucks with 30 operating in California, 10 in Ohio and one in Missouri.

The purchase follows last month’s announcement of Frito-Lay buying a total of 176 all-electric Smith trucks, which will start operating in 2011. Other Smith customers include Coca-Cola, Pacific Gas & Electric and AT&T.

Smith Electric produces the Newton electric truck. The truck delivers a top speed of 55 mph, offers end users battery ranges from 50 to 120 miles on a single charge and a payload of over 16,000 pounds.

It operates at peak effectiveness in urban applications that demand heavy stop and go driving. A single overnight charge provides more than enough range for most urban delivery routes.

The Fuso Canter E-Cell is based on a 3.5-ton Canter 3S13 with a battery pack fitted within the chassis frame. Given the fact that there are no conventional powertrain components to accommodate, the payload of the Canter E-CELL is only around 200 kg lower than the version fitted with a conventional drive.

The Fuso Canter E-Cell is powered by a 40 kWh Li-ion battery pack, enough for the truck to have a range of 120km (75 miles). This exceeds the daily mileage recorded in distribution or urban trade applications. When plugged into a 380-volt power network outlet the battery pack can be recharged in around 6 hours.

The Fuso Canter E-Cell features a 70KW electric motor with a maximum torque of 300Nm. Its speed limited to a top speed of 80km/h (50 mph).

In addition to the E-Cell electric concept, the Canter is also produced as a hybrid version and with a conventional diesel engine. More than 1,000 of the Fuso Canter Eco Hybrids are already on the road in Japan, Australia, Hong Kong, Ireland, and in a large-scale testing program in London.

Depending on the region in which the Canter Eco Hybrid with diesel-electric drive is used, it delivers fuel savings of between ten and 15 percent. The two-ton version of the Canter Hybrid has a fuel efficiency of 8.6 L/100km (27 mpg US), which is the best fuel economy of any truck sold in Japan.

This order follows two from earlier in the year, totaling 120 units year-to-date, and will be installed into the Smith Newton truck in Kansas City.

The order for 50 Enova 120kW drive systems is on track to culminate in a total order of over 250 by year end.

Smith Electric U.S. was recently awarded a $32 million grant by the U.S. Department of Energy which is being used to offset the cost of future vehicle development and to incentivize customers to participate in a vehicle demonstration program.

Powered by the Enova 120kW drive system, the Smith Newton electric trucks will provide a host of environmental and economical advantages for fleet operators and drivers. These include:

- Ease of use and significantly reduced maintenance requirements.
- 6 to 8-hour battery recharge achieved via a simple 220 volt outlet.
- Zero greenhouse gas emissions.
- Savings related to reduced fuel consumption.
- Ideal application for commercial trucks with depot-based drive cycles and stop-and-go driving conditions.
- Quiet, comfortable operation.

With a range of 100 miles per charge, the eStar is ideal for many urban applications. When it returns to its home base at the end of the day, customers can plug it in for a full recharge within approximately six to eight hours.

With zero tailpipe emissions, each eStar truck can reduce greenhouse gas emissions by as much as 10 tons annually, says Navistar.

Navistar also announced its first eStar dealer for the California market—Riverview International Trucks, Inc., of West Sacramento. With the eStar truck making its debut in Sacramento today, Navistar is fully capable to support its customers through select dealers networked in its initial launch regions.

Full production of the eStar began in May at the company’s Wakarusa, Ind., facility. Navistar’s initial customer—FedEx—has four of the trucks in use in the Los Angeles area. Navistar plans to deliver 400 units to additional customers by the end of 2010.

FedEx is the first company to purchase the trucks and will operate them in the Los Angeles area.

Navistar expects to deliver 400 of the eStar electric trucks to delivery companies or municipalities by the end of this year, thanks, in part, to stimulus funding provided last year by the government.

The eStar all-electric truck is the first medium-duty commercial vehicle to receive U.S. Environmental Protection Agency (EPA) certification as a clean fuel fleet vehicle as well as California Air Resources Board (CARB) certification as a zero emissions vehicle.

Lithium-ion battery maker A123 Systems is providing the batteries for the eStar electric trucks. This Class 2c-3 electric truck—the first in its category—has a range of 100 miles per charge, making it ideal for many urban applications. When it returns to its home base at the end of the day, it can be plugged in and fully recharged within 6-8 hours.

FedEx showcased a prototype of the eStar electric truck during last month’s “Charge Up Route 66” tour that began in Chicago and ended in Los Angeles as part of the Fortune Brainstorm Green Conference. FedEx will evaluate the performance of the eStar vehicle in its fleet as it operates in the Los Angeles area.

The eStar all-electric truck transitioned from concept to reality in August 2009, when President Barack Obama visited Navistar’s manufacturing plant in Indiana to announce a $39.2 million federal stimulus grant to build electric trucks. Less than one year later, Navistar has completed testing and validation, developed and delivered prototype vehicles, and received EPA and CARB certifications. Today, the eStar meets all Federal Motor Vehicles Safety Standards (FMVSS) and Navistar is now taking orders and building these all-electric trucks.

Unlike other electric trucks that are reconfigured models of fossil-fuel trucks, the eStar truck has been purpose-built for electric power, creating an advantage with a low center of gravity (the battery is between the frame rails, not mounted on top) and a 36-foot turning radius. The eStar is engineered with superior aerodynamics, a walk-through cab and a quick-change cassette-type battery that can be swapped out in 20 minutes, enabling around the clock operation. It is capable of carrying payloads up to two tons.

With zero tailpipe emissions, each eStar truck can reduce greenhouse gas emissions by as much as 10 tons annually. Drivers will be able to experience the ultimate in ergonomic design as the windshield provides nearly 180-degree visibility, the low-floor design provides easy loading/unloading and the noise level is nearly non-existent, which makes this nimble vehicle ideal for urban areas facing noise challenges.