National Zero-Emission Freight Corridor Strategy
Prioritizing investments, planning, and deployment for medium- and heavy-duty vehicle
fueling infrastructure to advance zero-emission freight along our nation’s corridors.
Kang-Ching (Jean) Chu, Kevin George Miller, Alex Schroeder(Joint Office of Energy and Transportation)
Alycia Gilde, Michael Laughlin (U.S. Department of Energy)
March 2024 (updated September 2024)

DOE/EE-2816 2024

List of Acronyms
DOE
DOT
EPA
EV
MHDV
NHFN
ZEF
ZE-MHDVZEVU.S. Department of Energy
U.S. Department of Transportation
U.S. Environmental Protection Agency
electric vehicle
medium- and heavy-duty vehicle
National Highway Freight Networkzero-emission freightzero-emission medium- and heavy-duty vehicle
zero-emission vehicleii | DriveElectric.gov

Executive Summary
A National Vision
The United States has committed to decarbonizing freight transportation by advancing
the deployment of commercial zero-emission medium- and heavy-duty vehicles (ZEMHDVs) and infrastructure. It is pursuing this goal by leveraging historic federal andprivate investments, policies, and partnerships. Through the U.S. National Blueprint forTransportation Decarbonization 1 and the Global Memorandum of Understanding for ZeroEmission Medium- and Heavy-Duty Vehicles, 2 the United States has committed to
identifying viable pathways and implementation actions that promote at least 30% ZEMHDV sales by 2030, with a goal of 100% by 2040. These actions, along with theinvestments laid out in the Bipartisan Infrastructure Law and Inflation Reduction Act, put
the nation on a path to advancing transportation and infrastructure solutions that are
better for freight movement, our communities, the environment, and the economy.
Providing ubiquitous and convenient access to electric vehicle (EV) charging andhydrogen refueling along our nation’s freight corridors, and at truck depots within freight
hubs, is key to successfully deploying ZE-MHDVs. Consistent with its charge in the
Bipartisan Infrastructure Law, 3 the Joint Office of Energy and Transportation (Joint
Office), in collaboration with the U.S. Department of Energy (DOE), Department ofTransportation, and the Environmental Protection Agency, has developed the National
Zero-Emission Freight Corridor Strategy (Strategy). The Strategy guides infrastructure
deployment to meet growing market demands; catalyze public and private investment;
and support utility and regulatory planning and action at local, state, and regional levels.
This Strategy lays out an all-of-government approach to aligning investments andaccelerating sustainable and scalable deployment of reliable ZE-MHDV infrastructure.

Starting with First Success Regions
A core objective of the Strategy is to meet freight truck and technology markets where
they are today, determine where they are likely to develop next, and set an ambitious
pathway that mobilizes actions to achieve decarbonization. The Strategy identifies thegreatest opportunities to support early introduction of ZE-MHDVs, promoting cost savingsfor commercial fleets, cleaner air for communities, and strategic investments forinfrastructure companies and electric utilities. This comprehensive approach is intended
to support the commercial ZE-MHDV market, both where it is growing and where it can
succeed first. The Strategy includes zero-emission fuels and diverse truck applications
The U.S. National Blueprint for Transportation Decarbonization: A Joint Strategy to Transform
Transportation | Department of Energy
1

U.S. Secretary of Energy Advances America’s Commitment to Reaching Net Zero Global Emissions andCombatting Climate Change at COP27 | Department of Energy
2

Title VIII of division J of the Bipartisan Infrastructure Law (enacted as the Infrastructure Investment andJobs Act) (Pub. L. 117-58) (Nov. 15, 2021)
3

iii | DriveElectric.gov

representing Classes 4 through 6 (e.g., first- to last-mile delivery trucks, local work andservice trucks, and school buses) and Classes 7 and 8 (e.g., refuse, transit, coach bus,
port drayage, regional haul, and eventually long-haul transportation). As infrastructure
availability increases within freight hubs and connecting corridors, the opportunity for
longer-range transportation to occur between these locations is more likely, catalyzing
market expansion and transformation.

Applying Key Deployment Factors
To prioritize the buildout of ZE-MHDV infrastructure nationwide, the Strategy evaluatescritical deployment factors that target favorable investment areas along the National
Highway Freight Network 4 (NHFN) and within supporting freight ecosystems. The
Strategy moves through four progressive phases to promote zero-emission truck adoption
from 2024 to 2027, 2027 to 2030, 2030 to 2035, and 2035 to 2040. The analysis applied
the following deployment factors to determine infrastructure phasing over time:1) The highest percentage of freight volume over the NHFN. 5
2) The highest percentage of ports by annual tonnage, all intermodal freight facilities,
and key truck service facility locations. 63) Projected ZE-MHDV volumes that demonstrate better total cost of ownershipcompared to internal combustion engine trucks (e.g., early markets with first- andlast-mile delivery, local and regional haul, and moving toward long-haultransportation). 74) Areas that bear disproportionate environmental and air quality burden from MHDV
emissions. 85) States with policies that enable zero-emission vehicle deployment. 9

National Highway Freight Network | Federal Highway Administration Freight Management and Operations| U.S. Department of Transportation
4

5

Highway Performance Monitoring System 2022; Freight Analysis Framework 2050 Base Line Scenario.

See Appendices for lists of key facilities included in each phase of the Strategy, which were triaged basedon the U.S. Army Corps of Engineers Ports Commodity Tonnage (2022).
6

Ledna, C., Muratori, M., Yip, A., Jadun, P., Hoehne, C., and Podkaminer, K. 2024. Assessing Total Cost ofDriving Competitiveness of Zero-Emission Trucks. iScience. https://doi.org/10.1016/j.isci.2024.109385.

7

8Nonattainment Areas for Criteria Pollutants (Green Book) | U.S. Environmental Protection Agency

9Specifically, states that have adopted Advanced Clean Trucks | California Air Resources Board

iv | DriveElectric.gov6) “On-the-ground” planning for ZE-MHDVs through Department of Energy
commercial zero-emission vehicle corridor planning grants. 10

Sequencing Market-Driven Actions
The Strategy demonstrates how infrastructure can be phased in around favorable launchareas in priority regions. This considers where ZE-MHDVs are more cost-effective 11 andtargets investments, planning, utility upgrades, and deployment resulting in the rapid
adoption of zero-emission trucks and infrastructure. By phasing infrastructure deployment
over time, the Strategy helps sequence market-driven actions that promote a fully
integrated transportation energy system. The Strategy complements the goals set by the
Global Memorandum of Understanding on ZE-MHDVs, the Environmental Protection
Agency’s proposed greenhouse gas rule for heavy-duty vehicles (2027 to 2032), and theimplementation of state regulation and policies related to the deployment of ZE-MHDVs(e.g., states that have adopted California’s Advanced Clean Truck rule and statutory
targets for transportation decarbonization).

Phasing In ZE-MHDV Infrastructure
The Strategy seeks to prioritize and sequence the deployment of ZE-MHDV infrastructure
in and around key freight hubs and along freight corridors over four phases to accelerate
adoption of ZE-MHDVs and ultimately achieve a national zero-emission freight (ZEF)
network. The following maps present phasing based on the described deployment factors.

Biden-Harris Administration Announces Funding for Zero-Emission Medium- and Heavy-Duty Vehicle
Corridors, Expansion of EV Charging in Underserved Communities | Department of Energy
10

Ledna, C., Muratori, M., Yip, A., Jadun, P., Hoehne, C., and Podkaminer, K. 2024. Assessing Total Costof Driving Competitiveness of Zero-Emission Trucks. iScience. https://doi.org/10.1016/j.isci.2024.109385.
11

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The Strategy intends to accelerate the adoption of ZE-MHDVs by initially focusing on key
freight hubs with a 100-mile radius in Phase 1, moving toward building out a complete
ZEF network in Phase 4.
Download the GIS files used to create the maps for each phase. Please note the linked
file is 40 MB.

Cross-Sector Collaboration
The Strategy is designed to facilitate and expand the cross-sector collaboration needed
to realize a national ZEF network. One of the outcomes of this Strategy is to help
stakeholders including commercial truck fleets, industry, zero-emission fuel providers,grid and pipeline operators, energy and environmental regulators, and communities toevaluate where new electricity load and hydrogen needs are likely to develop.
For electricity, systems-level analysis on how freight volumes at commercial fuelinglocations will impact distribution and transmission needs can support planning andinvestment at the local, state, and regional levels. By evaluating existing energy capacity,
potential grid constraints, and innovative strategies to scale power, the Strategy can
support critical transmission planning to support prioritized corridor phasing.
For hydrogen, fuel producers and vehicle manufacturers can use the Strategy to alignplanning for production, fuel delivery, and market development in favorable launch areas.
With DOE’s $7 billion investment in seven regional clean hydrogen hubs throughout the
U.S., 12 the Strategy complements the expected increased production capacity to serve
key freight corridors.
Another example of cross-sector collaboration is DOE’s seven commercial ZE-MHDV
corridor planning grants. 13 These grants involve public, private, and community partners
working together to evaluate energy needs; identify locations for charging and hydrogen
refueling infrastructure; and develop deployment plans to catalyze public and private
investments for ZEF corridors.

Mobilizing Outcomes
The Strategy is designed to mobilize market activity around ZE-MHDVs across multiple
sectors. For example, federal and state government can use the Strategy to prioritize andalign public infrastructure grants, loans, and other investments. The energy sector can
incorporate the Strategy into systems-level planning to align grid development and fuelproduction with ZE-MHDV needs. Industry can have greater transparency on
infrastructure priorities to inform planning and ZE-MHDV investments in communities that

12

Regional Clean Hydrogen Hubs | Department of Energy

Biden-Harris Administration Announces Funding for Zero-Emission Medium- and Heavy-Duty Vehicle
Corridors, Expansion of EV Charging in Underserved Communities | Department of Energy
13

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they serve around the nation. Communities can use the Strategy to inform advocacy,
partnerships, and project development to promote cleaner transportation solutions.
Figure 1 highlights opportunities for Strategy implementation across key stakeholder
groups.

Figure 1. National Zero-Emission Freight Corridor Strategy stakeholder groups andimplementation

Adapting to Market Needs
The National Zero-Emission Freight Corridor Strategy is intended to catalyze scalable
and sustainable investment in ZE-MHDVs around the country. The Strategy will bereevaluated periodically to effectively accelerate rapid growth in the adoption of ZEMHDVs and ensure that its goals and methodology reflect real-world economics,
technological capabilities, market development, and community interests. This Strategy
maintains the flexibility to adjust expected timing and to reflect the significant private
investment to decarbonize freight that is already underway around the nation. The Joint
Office intends to revise the Strategy at least annually through engagement with the Joint
Office’s Electric Vehicle Working Group, requests for information, public-private efforts
such as DOE’s 21st Century Truck Partnership, and other opportunities for public
engagement.

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Table of Contents
Executive Summary ..................................................................................................... iii
List of Figures ............................................................................................................ xiii
List of Tables .............................................................................................................. xiii
Introduction ................................................................................................................... 1
National Zero-Emission Freight Corridor Strategy..................................................... 3
Goal and Objectives................................................................................................... 3
Methodology .............................................................................................................. 3
Phased Outcomes for Infrastructure Buildout ............................................................ 4
Strategy Implementation ............................................................................................ 9
Alignment With Existing Policy and Areas of Future Interest ................................... 11
Revisions to the Zero-Emission Freight Corridor Strategy ....................................... 12
Definitions and Assumptions ..................................................................................... 12
Definitions ................................................................................................................ 12
Assumptions ............................................................................................................ 12

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List of Figures
Figure 1. National Zero-Emission Freight Corridor Strategy stakeholder groups andimplementation ............................................................................................... xi
Figure 2. National clean energy goals ............................................................................. 1
Figure 3. Phased approach for advancing zero-emission freight corridors...................... 5
Figure 4. Phase 1 map: Establish hubs [2024–2027] ...................................................... 6
Figure 5. Phase 2 map: Connect hubs [2027–2030] ....................................................... 7
Figure 6. Phase 3 map: Expand corridors [2030–2035] .................................................. 8
Figure 7. Phase 4 map: Complete network [2035 – 2040]. The GIS files used the create
the maps are available to download. .............................................................. 9

List of Tables
Table 1. Infrastructure Phases and Timeline of Progress................................................ 5xiii | DriveElectric.gov

Introduction
The Joint Office of Energy and Transportation (Joint Office) partnered with the U.S.
Department of Energy (DOE), the Department of Transportation (DOT), and theEnvironmental Protection Agency (EPA) to develop the National Zero-Emission Freight
Corridor Strategy (Strategy). The Strategy is a coordinated, all-of-government approachthat supports national clean energy and transportation goals and will help catalyze
already increasing levels of private investment to decarbonize the movement of freightand goods around the nation.

Figure 2. National clean energy goals

In addition, the Strategy is a framework to prioritize federal investments in commercial
zero-emission medium- and heavy-duty vehicles (ZE-MHDVs) and infrastructure toensure the best outcomes for communities, fleet and fueling operators, and the economy.
The Strategy provides agencies with a consistent tool to develop criteria or award
additional consideration (e.g., priority weighting in a grant program evaluation) for projects

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that align with the identified priority zero-emission freight (ZEF) hubs and corridors during
each of the Strategy’s four phases between 2024 and 2040.
The Strategy is intended to address key national priorities. As shown in Figure 2, theStrategy will support key national clean energy goals related to climate change, technicalinnovation in clean energy, economic growth, workforce development, environmental
justice, national security, and U.S. climate leadership. The Strategy also supports
scalable and sustainable private market growth in ZEF technologies by sending clear
market signals; supporting grid transformation and resiliency; maximizing the efficient useof resources such as federal deployment funds; accelerating technology innovation andadoption; and enhancing stakeholder collaboration and engagement across jurisdictions.
Finally, the Strategy responds to Congressional direction. It is a combined andcoordinated effort, building on Congressional authorization for Federal Highway
Administration to designate freight electric vehicle (EV) corridors and for the Joint Office
to develop a national study on zero-emission vehicle (ZEV) charging and refuelinginfrastructure needs for ZE-MHDVs.
Title VIII of division J of the Bipartisan Infrastructure Law requires the Secretary ofTransportation to “designate national electric vehicle charging corridors that identify thenear- and long-term need for, and the location of, electric vehicle charging infrastructure
to support freight and goods movement at strategic locations along major national
highways, the National Highway Freight Network established under section 167 of title
23, United States Code, and goods movement locations including ports, intermodal
centers, and warehousing locations.” 14 The Federal Highway Administration’s intent todesignate freight EV corridors was first identified on May 18, 2023 through its Round 7
Request for Nominations for Alternative Fuel Corridor designations. 15
The publication of the Strategy by the Joint Office is consistent with the Congressional
direction under BIL to develop “a national and regionalized study of zero-emission vehicle
charging and refueling infrastructure needs." 16

United States Code, Title 23, Section 167, “National highway freight program,” subsections (c)-(f),https://uscode.house.gov/
14

15

Request for Nominations – Alternative Fuel Corridors (May 18, 2023) | Department of Transportation

16

135 Stat. 1425.

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National Zero-Emission Freight Corridor Strategy
Goal and Objectives
The goal of the Strategy is to align public policy and investments by prioritizing
infrastructure deployment along the National Highway Freight Network (NHFN) andcomplementary roadways through a progression of phases to accelerate the adoption ofcommercial ZE-MHDVs. This all-of-government approach intends to catalyze public andprivate investment, accelerate industry activity, and signal electricity and hydrogenmarkets to plan and deploy necessary generation, transmission, and distribution projects.
These activities serve the timely and sustainable infrastructure buildout for a complete
ZEF network.

Methodology
The methodology used to inform the Strategy evaluated critical deployment factors thatprioritize favorable investment areas along the NHFN (e.g., freight corridor segments), as
well as key origin-destination points and surrounding freight hubs. The methodology
started by identifying hubs, which the Strategy defines as a 100-mile to a 150-mile radiuszone or geographic area centered around a point with a significant concentration of freight
volume (e.g., ports, intermodal facilities, and truck parking), that supports a broader
ecosystem of freight activity throughout that zone.
The Strategy analysis considered deployment factors including:1) The most heavily used freight corridor segments by freight volume on the NHFN
(top 25% in Phases 1–3 and top 50% in Phase 4). 172) The most heavily used ports by annual freight tonnage (top 20% in Phases 1–2,
top 40% in Phase 3, and top 60% in Phase 4), intermodal freight facilities, and key truck
service facility locations. 183) Projected ZE-MHDV volumes that demonstrate optimal total cost of ownershipcompared to internal combustion engine trucks (e.g., early markets with first- to last-miledelivery, local and regional haul, and moving toward long-haul transportation). 19

17

Highway Performance Monitoring System 2022; Freight Analysis Framework 2050 Base Line Scenario.

See Appendices for lists of key facilities included in each phase of the Strategy, which were triaged
based on the U.S. Army Corps of Engineers Ports Commodity Tonnage (2022).
18

Ledna, C., Muratori, M., Yip, A., Jadun, P., Hoehne, C., and Podkaminer, K. 2024. Assessing Total Costof Driving Competitiveness of Zero-Emission Trucks. iScience. https://doi.org/10.1016/j.isci.2024.109385.
19

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4) Locations that bear disproportionate environmental and air quality burden fromMHDV transportation and are in nonattainment for criteria air pollutants. 205) States with policies that enable ZEV deployment. 216) “On-the-ground” planning for ZE-MHDVs through DOE’s commercial ZEV corridor
planning grants. 22
By applying these deployment factors, the Strategy presents a progression of
infrastructure deployment along the NHFN over four phases. Each phase demonstrates
increased growth over time and helps the nation meet critical commercial ZE-MHDV
adoption rates by 2027, 2030, 2035, and 2040.

Phased Outcomes for Infrastructure Buildout
The Strategy prioritizes, sequences, and accelerates infrastructure buildout along key
freight corridors and hubs in four phases. The Strategy’s key outcomes, as referenced in
Figure 3, include establishing priority hubs based on freight volumes in Phase 1,
connecting hubs along critical freight corridors in Phase 2, expanding corridor
connections and initiating network development in Phase 3, and achieving a national
network by linking regional corridors for ubiquitous access to ZE-MHDV infrastructure in
Phase 4.
It is important to note that the Strategy does not assume that investment in ZE-MHDVs
will only take place within the hubs and corridors identified in each phase. The Strategy
intends to catalyze and accelerate widespread private investment in ZE-MHDVs aroundthe nation through this targeted, phased approach. Agencies should consider bestpractices in community engagement 23 and opportunities to leverage, optimize, anddecarbonize existing freight, grid, and hydrogen infrastructure. Expanding the availabilityof ZE-MHDV infrastructure will also require a widespread effort to overlay projected freight
volumes and fueling locations with systems-level analysis of electricity and hydrogengeneration, transmission, and distribution capacity. This kind of systems-level analysis,
which is already underway in some jurisdictions 24 will be essential to maintaining
sustainable and scalable growth in the deployment of ZE-MHDV infrastructure.

20

Nonattainment Areas for Criteria Pollutants (Green Book) | US EPA

21Specifically, states that have adopted Advanced Clean Trucks | California Air Resources Board

Biden-Harris Administration Announces Funding for Zero-Emission Medium- and Heavy-Duty Vehicle
Corridors, Expansion of EV Charging in Underserved Communities | Department of Energy
2223

https://driveelectric.gov/files/just-community-engagement.pdf

See, e.g., New York PSC Case No. 23-E-0070 – Proceeding on Motion of the Commission to Address
Barriers to Medium- and Heavy-Duty Electric Vehicle Charging Infrastructure; California PUC Freight
Infrastructure Planning.
24

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Figure 3. Phased approach for advancing zero-emission freight corridors.

Table 1 identifies the percentage of the NHFN that would be prioritized during each phase,enabling reliable access to ZE-MHDV infrastructure (ZE-MHDV miles), the area of the
ZEF hub (square miles), and the percentage of benefits from prioritizing the developmentof the identified ZEF ecosystems anticipated to flow to disadvantaged communities.
Table 1. Infrastructure Phases and Timeline of Progress
Infrastructure Phase

Phase 1

Phase 2Phase 3Phase 4Timeline

2024–2027

2027–2030

2030–2035

2035–2040

OutcomeEstablish Hubs

Connect Hubs

ExpandCorridors

Complete
Network

ZE-MHDV Miles

12,000 mi

19,000 mi

37,000 mi

49,000 mi

NHFN % Complete

23%

36%

72%

94%

Area of ZEF Hubs

898,000 sq mi

1.28M sq mi

3.12M sq mi% ZEF Hub Benefits to
Disadvantaged Communities

40%

40%

43%

47%

Primary Vehicle Use CaseClass 3–7
Local andregional returnto-base
operations, first/last-miledelivery,drayage

Class 3–7
Local andincreasedregional freight
movement withlong haul
initiating

Class 3–8
Local, regional,
and point-topoint operations
with long haulenabledClass 3–8
Local, regional,
and long-haulfreight
movement

The following section describes the Strategy’s progression across four phases and thecorresponding phase maps were developed based on deployment factors as describedin the methodology.

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Phase 1: Establish Hubs [2024–2027]
Key freight hubs are identified in areas that may be most immediately suited to early
deployments of first-mover battery-electric MHDV fleets with predominantly return-tobase operations. In Phase 1, a higher concentration is expected of medium-duty vehicles
serving purposes such as first- and last-mile delivery trucks. Initial focus on freightecosystems within hubs will serve as foundational elements for zero-emission regional(e.g., port drayage) and long-haul use cases longer term.
Prioritization in Phase 1 also focuses on states with regulations and market structuresthat encourage deployment of ZEVs, areas with EPA nonattainment status to accelerateenvironmental mitigation for disproportionately impacted communities, and facilities along
corridors identified by the DOE Vehicle Technologies Office’s Fiscal Year 2022 MD/HD
corridor planning projects.
In Phase 1, a total of 12,000 miles (23% of the NHFN) are prioritized as ZEF corridors,
including I-5, I-10, I-25, I-75, I-80, I-95, and the Texas Triangle (I-10, I-45, and I-35).
Additionally, ZEF hubs in Phase 1 include the 100-mile freight ecosystems centeredaround key ports, including but not limited to the Port Authority of New York and New
Jersey, Ports of Long Beach and Los Angeles, Port of San Diego, Ports of Seattle andTacoma, Port of Miami, Houston Port Authority, and Port of Savannah.
Forty percent of the benefits stemming from the 898,000 square miles of ZEF hubs inPhase 1, shown in Figure 4, are anticipated to flow to disadvantaged communities andrepresent the opportunity to decarbonize goods movement for more than 1 billion in total
annual commodity tonnage.

Figure 4. Phase 1 map: Establish hubs [2024–2027]. Download the GIS files used to create themaps for each phase. Please note the linked file is 40 MB.

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Phase 2: Connect Hubs [2027–2030]
Phase 2 expands prioritization of ZEF corridor segments to connect key ZEF hubs from
Phase 1, as shown in Figure 5. Prioritizing the connection of key ZEF hubs will support
private market efforts to build out ZEF infrastructure along I-5, serving all ports along theWest Coast, I-10 from California to Florida through the Southwest, major segments of I95 on the East Coast, I-80 through the Midwest, and I-70 from Pittsburgh to St. Louis.
In Phase 2, infrastructure buildout begins to expand beyond states that have adopted
California’s Advanced Clean Truck rule or have already taken proactive steps to plan for
ZE-MHDV corridors. Non-tractor-trailer truck (e.g., Class 4–6 straight delivery trucks)
activity likely remains battery-EV-dominant, with early introduction of hydrogen fuel cellelectric truck technology for longer-distance travel. Phase 2 also begins to see theconstruction and ramp-up of DOE’s Regional Clean Hydrogen Hubs. 25 Operations expand
with increased regional goods distribution (e.g., port drayage) and initial deployments oflong-haul transportation.
Phase 2 prioritizes 19,000 miles (36% of the NHFN) of ZEF corridors.

Figure 5. Phase 2 map: Connect hubs [2027–2030]. Download the GIS files used to create themaps for each phase. Please note the linked file is 40 MB.

25

Regional Clean Hydrogen Hubs | Department of Energy

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Phase 3: Expand Corridors [2030–2035]
In Phase 3, the facilities included as ZEF hubs are expanded to include a larger
percentage of ports and freight facilities (by annual commodity tonnage), as shown in
Figure 6. Corridor connections expand across the United States to reflect increased
capacity to support point to point ZEF transportation along the entirety of I-80, I-95, I-10,
and I-70, including access to charging and fueling to all coastal ports and theirsurrounding freight ecosystems for short-haul and regional operations. In Phase 3, both
battery-electric and hydrogen fuel cell truck technology are prevalent, with increased
access to hydrogen refueling along freight corridors. Phase 3 prioritizes a total of 37,000
miles (72% of the NHFN) of ZEF corridors. Forty-three percent of all benefits stemmingfrom the 1.28 million square miles of ZEF hubs in Phase 3 are anticipated to flow to
disadvantaged communities. ZEF hubs in Phase 3 represent the opportunity todecarbonize goods movement for more than 2 billion in total annual commodity tonnage.

Figure 6. Phase 3 map: Expand corridors [2030–2035]. Download the GIS files used to create themaps for each phase. Please note the linked file is 40 MB.

Phase 4: Complete Network [2035–2040]
In the final phase of the Strategy, as shown in Figure 7, the vast majority of the NHFN isprioritized to support expanded private investment that enables ubiquitous access to
MHDV charging and hydrogen refueling along corridors east to west and north to south.
Facilities reflected in ZEF hubs expand from intermodal freight and port facilities to also
include truck parking facilities, which will increasingly service ZE-MHDVs across all use
cases. A fully integrated transportation energy system will be essential to supporting use
cases across all vehicle classes and duty cycles, allowing for local, regional, and longhaul transportation of goods and services. By 2035, DOE Regional Clean Hydrogen Hubs
are in full production, serving critical regions with clean hydrogen transportation fuel.

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Phase 4 prioritizes 49,000 miles (94% of the NHFN) of ZEF corridors. Forty-seven percent
of all benefits stemming from the 3.12 million square miles of ZEF hubs in Phase 4 are
anticipated to flow to disadvantaged communities. The ZEF hubs in Phase 4 represent
the opportunity to decarbonize goods movement for more than 2.3 billion in annual
commodity tonnage.

Figure 7. Phase 4 map: Complete network [2035 – 2040]. Download the GIS files used to create themaps for each phase. Please note the linked file is 40 MB.

Strategy Implementation
The National Zero-Emission Freight Corridor Strategy serves as a compass for public andprivate stakeholders to prioritize and guide investment, planning, and deployment of ZEMHDV electric charging and hydrogen refueling infrastructure along the NHFN andcomplementary roadways. Starting first in favorable launch areas and with trucks that will
have lower total cost of ownership than existing internal combustion engine vehicles, thephased approach strategically deploys infrastructure, enabling emerging markets todevelop, expand, and fully transform by 2040. The Strategy can be effectively
implemented by federal and state governments; utility and energy providers; fleets andtechnology providers; ports and freight logistics companies; and communities in the ways
outlined below.
Target Public Investments
Government agencies will be able to incorporate the Strategy analysis into their own
policy and program development. This “all-of-government” approach seeks to align9 | DriveElectric.gov

federal and state investments by prioritizing funding decisions on projects that fall within
the deployment areas defined in the Strategy. For example, agencies preparing to issuecompetitive grant programs related to ZE-MHDVs and infrastructure over the 2024
through 2027 timeline can reference the Strategy’s Phase 1 map to reflect thegeographical representation of prioritized locations, a list of Phase 1 facilities andcorridors, and distance parameters, all of which could potentially be provided as guidance
to applicants within the grant solicitation. 26
Focus Energy Planning
Energy markets and regulators will also be able to incorporate the Strategy into theirsystems-level planning and infrastructure needs assessments for the generation,transmission, and distribution of ZE-MHDV transportation fuel. By referencing theprioritized areas in each phase, utility and energy providers can include another importantdata point in essential energy capacity planning efforts, which are inherently specific tolocal, state, and regional conditions. This planning will be vitally important to serve theanticipated load on electric charging and hydrogen refueling infrastructure for commercial
ZE-MHDVs.
Align Industry Activity
On-road freight stakeholders, including MHDV original equipment manufacturers; fleet
and depot operators; ports; logistics and warehouse industries; retail fuel providers; andcharging and refueling manufacturers will benefit from greater transparency about
national freight priorities and increased certainty in near-term, medium-term, and longterm investments, planning, and deployment.
Mobilize Communities for Clean Transportation
Communities seeking opportunities to promote ZEF transportation within their regions
can use the Strategy to help advocate for the deployment of commercial ZE-MHDVs andinfrastructure. For example, communities can engage with local governments, utilities,
and private stakeholders to leverage available public investments that reference theStrategy within the respective grant program. Communities that appear in later phases
can leverage the Strategy in local and regional efforts to highlight the urgent need to begin
immediate long-term planning. Adequate planning will ensure the supply of zero-emission
fuel needed to support ZE-MHDV adoption, as well as charging and fueling infrastructure
deployment, as markets mature.
To request technical assistance on how to incorporate the Strategy maps into yourprogram or planning efforts, please contact the Joint Office.
Opportunities for Federal Agencies
Federal agencies can implement the Strategy in a variety of ways. For example, anagency issuing grants to award funding for commercial ZE-MHDVs, or related

26

For a list of ZEF hubs and corridors included in each phase, see appendices.

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infrastructure, could include the Strategy’s phased maps, lists of identified ZEF hubs, andlocation distance parameter information for the responding freight hub or corridor
segment within the guidance of the grant or loan program solicitation.
The Joint Office is committed to providing technical support to public agencies that plan
to implement the Strategy maps into policy, program, and regulatory development. To
request technical assistance on how to incorporate the Strategy maps into your program,please contact the Joint Office.

Alignment With Existing Policy and Areas of Future Interest
This Strategy is part of an overall effort by the federal government to support industry,
states, and communities as they transition to ZE-MHDVs nationwide. The Strategy
complements existing work at DOE, DOT, EPA, and other federal agencies to support
ZEV adoption, and it acknowledges the complexity and rapidly shifting nature of futurezero-emission activities. In this way, the Strategy will evolve and remain relevant as aneffective reference and resource for facilitating discussions around ZEF transportation.
Alignment with Existing Truck Initiatives
Concurrent research taking place across DOE and the national laboratories is developing
new zero-emission truck technology for MHDV applications through the SuperTruck 3
initiative. Researchers are also exploring the potential for high-power fast charging andrapid hydrogen refueling for ZE-MHDVs. Close examination is also being given to vehiclegrid integration, which could help provide charging and hydrogen fueling to meet ZEMHDV fleet needs in a manner that supports grid operations and resiliency, throughefforts such as new county-level electric grid load forecasting tools for ZE-MHDVs.
Additionally, DOE and its local partners, such as the network of Clean Cities andCommunities coalitions, are providing technical assistance, education, and outreachsupport on zero-emission technologies to MHDV fleets and using tools through the
Alternative Fuels Data Center.
Areas of Future Interest
Considerable thought and stakeholder engagement has gone into the development of theStrategy and serves as the beginning of ongoing discussions and updates toacknowledge the rapidly changing ZEF landscape. This allows the Joint Office andinteragency partners the flexibility to proactively reflect changing needs, as well as trackprogress against each phase for industry, environment, and community benefits.
The Inflation Reduction Act has spurred changes to automotive, battery, charging, fuelcells, hydrogen infrastructure, and minerals manufacturing capabilities that will requirecontinued proactive transportation and energy planning. Transportation and energy
forecasts have not yet accounted for shifts in domestic markets.
The current surface transportation authorization is the Bipartisan Infrastructure Law,
which provides $1.2 trillion over fiscal years 2022 through 2026 in federal investment ininfrastructure, including in roads, bridges, transit, rail, ports, airports, water infrastructure,resilience, and broadband. Future revisions to Strategy should inform discussions related
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to how long-term infrastructure funding can complement private sector buildout of anational ZEF network.
The Joint Office intends to issue a request for information related to ZE-MHDV
technology, supply chains, infrastructure, and connector standards.

Revisions to the Zero-Emission Freight Corridor Strategy
The Strategy is intended to be a living document that evolves periodically to align goals,
methodology to reflect real-world economics, technological capabilities, market
development, and community needs. The Joint Office intends to revise Strategy
periodically, with input from the Joint Office’s Electric Vehicle Working Group andrequests for information. Furthermore, the Joint Office anticipates providing other informal
opportunities for feedback from interested parties on an ad hoc basis.

Definitions and Assumptions
Definitions
1) Zero-Emission Freight
The fuels included in the definition of “zero-emission freight” are electricity andhydrogen.
2) Zero-Emission Freight Corridor
A zero-emission freight (ZEF) corridor is a subsystem of highways that facilitates
movement of battery electric and hydrogen fuel cell electric MHDVs by providing
adequate, convenient, and reliable access to electric charging and hydrogen
refueling infrastructure at strategic locations along the NHFN.
3) Zero-Emission Freight Hub
A zero-emission freight (ZEF) hub is a zone or geographic area centered on alocation with a significant concentration of freight volume (e.g., port, intermodal
freight facility) that supports a broader ecosystem of freight activity and is well
suited to supporting short-haul and regional freight operations in transitioning toelectric and hydrogen vehicles.
4) Deployment factors
Deployment factors are characteristics describing locations that, when prioritizedfor ZEF investments, will be key to growing and catalyzing private investment in
ZEF.

Assumptions
The pace and scale of commercial ZE-MHDV and infrastructure deployment will be
informed by industry need, community benefits, economics, infrastructure requirements,
commercial readiness, and signals from policymakers and regulators in these areas:1) Electric vehicle charging
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•Fleets of all sizes and vehicle classes have already begun to incorporate EVs into
operations, and they will continue to do so at an increasing pace.

•

EV fleet duty cycles will initially focus on return-to-base and regional haul
operations and expand into long-haul applications, which is aligned with earlier
total cost of ownership studies by DOE national laboratories.

•

Industry adoption of electric drivetrains will grow as vehicle costs reduce,
repair/maintenance cost savings rise, customer experiences expand, and MHDV
charging infrastructure is increasingly deployed, particularly along high-volume
freight segments.

•

Initial investments in public-access electric freight charging infrastructure can
support opportunity charging for local delivery and return-to-base use cases, aswell as some vocational uses, such as school busing and waste collection. In later
phases, these investments can establish the foundation for long-haul corridors.

2) Hydrogen refueling•Hydrogen fueling infrastructure will initially be located near hydrogen production
facilities, the expansion of which is being pursued by private developers and isalso supported by programs like DOE’s Regional Clean Hydrogen Hubs program.

•

Hydrogen currently supports transit bus return-to-base operations and will likely
lead to increased use in point-to-point operations and longer distance routes.

•

The adoption of hydrogen fuel cell EVs by freight operators may be on a different
timeline than EVs but can be similarly assumed to grow as conditions improve andas hydrogen refueling infrastructure is increasingly deployed along high-volume
freight corridor segments.

For a full list of ZEF hubs, corridors, and key facilities in each phase, please see the
Appendices Document.

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