Climate

I drove an electric delivery vehicle and no one got hurt

Here's a firsthand look at what it's like to drive the EV600 made by BrightDrop, the company aiming to electrify the last mile for deliveries.

BrightDrop van

BrightDrop’s EV600 is among the latest offerings from one of the many companies looking to electrify freight and deliveries in the U.S.

Photo: Lisa Martine Jenkins/Protocol

The seat below me buzzed, alarming me for a moment before I realized it was doing what was promised: alerting me to the presence of a biker in my blind spot. And by “my blind spot,” I mean the much-larger-than-I’m-used-to blind spot of the electric delivery vehicle I somehow found myself driving through the chaos of Greenpoint, Brooklyn’s main drag.

I drove slowly for those 10 minutes of playing delivery driver, not only because of my bulky ride, but because I was trying to take in the vehicle’s features for you, dear reader.

The vehicle in question is BrightDrop’s EV600, among the latest offerings from one of the many companies looking to electrify freight and deliveries in the U.S. The GM subsidiary is focused on precisely the part of the delivery landscape that is most visible to the public: the last mile.

I have begun to notice with some alarm the idling of delivery vehicles as packages make their way from truck to mailbox. The emissions, the exhaust, the obstacles they pose to the bicyclists braving my busy road: The machinations of modern deliveries can be fraught. And they can absolutely worsen the quality of life in cities. Electrifying those vehicles would cut down on air and noise pollution, all while reducing carbon emissions.

BrightDrop is still in its very early stages. Launched in January 2021, the company has since produced both the EV600 van — designed to be roughly between the size of a UPS van and a Mercedes Sprinter van — and an electrified container that would act as a middleman, speedily moving packages from warehouse to van and from van to mailbox.

Brightdrop van interior BrightDrop's vans arrive to the client looking like an empty box. Photo: BrightDrop

It already has contracts with both FedEx and Walmart. The first five BrightDrop FedEx vans were delivered with some fanfare last December, and more have quietly joined the fleet in the months since.

The company’s rapid progress to this point accounts for the fastest-ever development-to-production process in GM’s history; large-scale production of the EV600 is expected to begin in the last quarter of this year in Canada.

This speed is due in part to the simplicity of the electric motor, which relies on the same Ultium batteries that GM uses throughout its many subsidiaries that are increasingly leaning electric. BrightDrop launched right around the time that GM announced its goal of eliminating all gasoline- and diesel-fueled cars and SUVs from its lineup by 2035.

This week, I took a firsthand look at what they’re working on, and delved into what the company’s impact could be on how our packages find their way to our doorsteps. While I am certainly no expert on delivery vans, I can tell you that BrightDrop’s vision for the future is decidedly smoother and quieter than the vans regularly idling on my busy street.

A sleek box for transporting boxes

Stepping into the cargo hold of an EV600, I was impressed at how streamlined it felt. Everything was designed with the input of delivery drivers who step in and out of these trucks dozens of times per day, and have ergonomics at top of mind. I am of fairly average height, and I was able to waltz my way in through the passenger side door and out through the back with ease. There’s no space wasted here, but the EV600 doesn’t feel claustrophobic in the least.

The vans arrive to the client looking like an empty box, said Stephen Marlin, the account executive from BrightDrop who showed me around the Greenpoint warehouse where the vehicles had been set up. Then the client, be it FedEx, Walmart or someone else, outfits the cargo space to its specifications.

Inside the EV600 that I saw before my test drive in a different van, the passenger side dashboard had a concave dip carved out, which Marlin said is the precise size to fit a USPS box. (USPS is not a BrightDrop client, and has in fact rebuffed the Biden administration’s encouragement to electrify more than a fraction of its vehicle fleet. But dare to dream. (FedEx, he said, scrapped that cut-out in its own version of the van.)

The van has a dual charging port, allowing drivers to either juice up slowly overnight (which will be the case for most delivery fleets) to the maximum range of 250 miles, or to use direct-current charging on the off chance that a longer journey might be necessary. The faster DC charging for the BrightDrop vans gets them roughly 160 miles of range in an hour. The touch-screen control panel at the dash has options like “charge now/later” in order to allow fleets to take advantage of off-peak demand charging.

Marlin noted that the vehicle is considered “over-ranged,” meaning 250 miles is further than virtually any delivery driver would have to go in a single day. But anything to reduce range anxiety in the potentially wary EV adopter!

From behind the wheel

After poking around the back of the van on display in the vast warehouse where BrightDrop is showing off its wares, I got to the fun part: climbing into the driver’s seat of one of the models parked outside.

I’m not a car person, let alone a delivery van person, so maybe take this with a grain of salt. But! There are a number of newfangled features that make driving the EV600 both easier and more fun than the 1999 station wagon I learned on. The van uses haptic steering to keep the unsteady driver in-lane, as well as a haptic seat, which vibrates when a pedestrian or bike crosses in front of the van or into the blind spot. Encouraging, for those of us who are unlikely to be behind the wheel with any regularity — and also for pedestrians and cyclists, who are increasingly at risk on roadways.

The EV600 is whisper-quiet. Starting it up doesn’t yield a rumble that will shake you out of your reverie like the average FedEx truck. However, as required by the National Highway Traffic Safety Administration, the van does make a low noise to alert pedestrians and cyclists to its presence. It sounded a bit like the first few notes of an opera: both pleasant and decidedly unlike any automobile I have encountered before.

Electrified container This electrified container would act as a middleman, speedily moving packages from warehouse to van and from van to mailbox.Photo: Lisa Martine Jenkins/Protocol

This was also my first experience of one-pedal driving, wherein easing off the gas pedal promptly slows the van to a stop without the need to rely on the brake pedal at all. This is possible because EVs rely on regenerative braking, which allows the electric motor to act as a generator and charge the battery as it slows down. With one-pedal driving, that regenerative braking becomes nominally more efficient, and can potentially extend a vehicle’s maximum range by several miles.

That said, I found one-pedal driving went against my right foot’s decade of muscle memory. I turned off the setting after a few blocks, the few extra miles of range be damned. Marlin told me that the vans are set up to replicate the experience of a conventional delivery van as closely as possible so the transition is an easy one for drivers, and I’m guessing I’m not the only one wanting to get a little gas-to-brake exercise in.

From my perspective, BrightDrop succeeded in that respect — driving was fairly seamless, aside from some wider righthand turns than I’m used to. The vibrating seat alerted me to a bike delivery driver slipping between me and a parked car, which was both startling and comforting, but otherwise it was not unlike driving a U-Haul. A very smart, very sleek, very quiet U-Haul. I can’t imagine any delivery driver would bristle at making the transition from an old, noisy and polluting van to BrightDrop’s electrified version.

As for me: I am happy to report there were no collisions, though I’m pretty sure I held up a city bus that probably would have navigated the mean streets of Greenpoint with more finesse.

Correction: This story was updated to correct the location where BrightDrop's large-scale production of the EV600 will begin later this year. This story was updated April 1, 2022.

Policy

Musk’s texts reveal what tech’s most powerful people really want

From Jack Dorsey to Joe Rogan, Musk’s texts are chock-full of überpowerful people, bending a knee to Twitter’s once and (still maybe?) future king.

“Maybe Oprah would be interested in joining the Twitter board if my bid succeeds,” one text reads.

Photo illustration: Patrick Pleul/picture alliance via Getty Images; Protocol

Elon Musk’s text inbox is a rarefied space. It’s a place where tech’s wealthiest casually commit to spending billions of dollars with little more than a thumbs-up emoji and trade tips on how to rewrite the rules for how hundreds of millions of people around the world communicate.

Now, Musk’s ongoing legal battle with Twitter is giving the rest of us a fleeting glimpse into that world. The collection of Musk’s private texts that was made public this week is chock-full of tech power brokers. While the messages are meant to reveal something about Musk’s motivations — and they do — they also say a lot about how things get done and deals get made among some of the most powerful people in the world.

Keep Reading Show less
Issie Lapowsky

Issie Lapowsky ( @issielapowsky) is Protocol's chief correspondent, covering the intersection of technology, politics, and national affairs. She also oversees Protocol's fellowship program. Previously, she was a senior writer at Wired, where she covered the 2016 election and the Facebook beat in its aftermath. Prior to that, Issie worked as a staff writer for Inc. magazine, writing about small business and entrepreneurship. She has also worked as an on-air contributor for CBS News and taught a graduate-level course at New York University's Center for Publishing on how tech giants have affected publishing.

Sponsored Content

Great products are built on strong patents

Experts say robust intellectual property protection is essential to ensure the long-term R&D required to innovate and maintain America's technology leadership.

Every great tech product that you rely on each day, from the smartphone in your pocket to your music streaming service and navigational system in the car, shares one important thing: part of its innovative design is protected by intellectual property (IP) laws.

From 5G to artificial intelligence, IP protection offers a powerful incentive for researchers to create ground-breaking products, and governmental leaders say its protection is an essential part of maintaining US technology leadership. To quote Secretary of Commerce Gina Raimondo: "intellectual property protection is vital for American innovation and entrepreneurship.”

Keep Reading Show less
James Daly
James Daly has a deep knowledge of creating brand voice identity, including understanding various audiences and targeting messaging accordingly. He enjoys commissioning, editing, writing, and business development, particularly in launching new ventures and building passionate audiences. Daly has led teams large and small to multiple awards and quantifiable success through a strategy built on teamwork, passion, fact-checking, intelligence, analytics, and audience growth while meeting budget goals and production deadlines in fast-paced environments. Daly is the Editorial Director of 2030 Media and a contributor at Wired.
Fintech

Circle’s CEO: This is not the time to ‘go crazy’

Jeremy Allaire is leading the stablecoin powerhouse in a time of heightened regulation.

“It’s a complex environment. So every CEO and every board has to be a little bit cautious, because there’s a lot of uncertainty,” Circle CEO Jeremy Allaire told Protocol at Converge22.

Photo: Circle

Sitting solo on a San Francisco stage, Circle CEO Jeremy Allaire asked tennis superstar Serena Williams what it’s like to face “unrelenting skepticism.”

“What do you do when someone says you can’t do this?” Allaire asked the athlete turned VC, who was beaming into Circle’s Converge22 convention by video.

Keep Reading Show less
Benjamin Pimentel

Benjamin Pimentel ( @benpimentel) covers crypto and fintech from San Francisco. He has reported on many of the biggest tech stories over the past 20 years for the San Francisco Chronicle, Dow Jones MarketWatch and Business Insider, from the dot-com crash, the rise of cloud computing, social networking and AI to the impact of the Great Recession and the COVID crisis on Silicon Valley and beyond. He can be reached at bpimentel@protocol.com or via Google Voice at (925) 307-9342.

Enterprise

Is Salesforce still a growth company? Investors are skeptical

Salesforce is betting that customer data platform Genie and new Slack features can push the company to $50 billion in revenue by 2026. But investors are skeptical about the company’s ability to deliver.

Photo: Marlena Sloss/Bloomberg via Getty Images

Salesforce has long been enterprise tech’s golden child. The company said everything customers wanted to hear and did everything investors wanted to see: It produced robust, consistent growth from groundbreaking products combined with an aggressive M&A strategy and a cherished culture, all operating under the helm of a bombastic, but respected, CEO and team of well-coiffed executives.

Dreamforce is the embodiment of that success. Every year, alongside frustrating San Francisco residents, the over-the-top celebration serves as a battle cry to the enterprise software industry, reminding everyone that Marc Benioff’s mighty fiefdom is poised to expand even deeper into your corporate IT stack.

Keep Reading Show less
Joe Williams

Joe Williams is a writer-at-large at Protocol. He previously covered enterprise software for Protocol, Bloomberg and Business Insider. Joe can be reached at JoeWilliams@Protocol.com. To share information confidentially, he can also be contacted on a non-work device via Signal (+1-309-265-6120) or JPW53189@protonmail.com.

Policy

The US and EU are splitting on tech policy. That’s putting the web at risk.

A conversation with Cédric O, the former French minister of state for digital.

“With the difficulty of the U.S. in finding political agreement or political basis to legislate more, we are facing a risk of decoupling in the long term between the EU and the U.S.”

Photo: David Paul Morris/Bloomberg via Getty Images

Cédric O, France’s former minister of state for digital, has been an advocate of Europe’s approach to tech and at the forefront of the continent’s relations with U.S. giants. Protocol caught up with O last week at a conference in New York focusing on social media’s negative effects on society and the possibilities of blockchain-based protocols for alternative networks.

O said watching the U.S. lag in tech policy — even as some states pass their own measures and federal bills gain momentum — has made him worry about the EU and U.S. decoupling. While not as drastic as a disentangling of economic fortunes between the West and China, such a divergence, as O describes it, could still make it functionally impossible for companies to serve users on both sides of the Atlantic with the same product.

Keep Reading Show less
Ben Brody

Ben Brody (@ BenBrodyDC) is a senior reporter at Protocol focusing on how Congress, courts and agencies affect the online world we live in. He formerly covered tech policy and lobbying (including antitrust, Section 230 and privacy) at Bloomberg News, where he previously reported on the influence industry, government ethics and the 2016 presidential election. Before that, Ben covered business news at CNNMoney and AdAge, and all manner of stories in and around New York. He still loves appearing on the New York news radio he grew up with.

Latest Stories
Bulletins