The Big Sandy Mountaineer -

Electric cars and trucks are becoming increasingly common around the country. Battery electric locomotives are in development or already on the rails in some areas. This raises the question of whether or not electric tractors are on the horizon for agribusiness. I asked Ron Harmon of Big Equipment in Havre, MT about the future of tractor manufacturing. "There are some people that are working on electronic electric tractors. And let's just call them diesel electric... There's been a sprayer and some other tractors built with electric motors down on the wheel ends instead of axles. So you're able to get rid of the transmission. You're able to get rid of the axle system and essentially have a diesel motor running a generator, not unlike a locomotive. I think there's work to be done there yet, but I think that's where the industry is going to try to go." He predicts that as the concept gains popularity, the big 5 manufacturers could do something similar to compete.

When it comes to farming, the diesel electric approach offers some significant advantages. The emissions issues from a hybrid machine are significantly lower, which could offer a solution to the challenges associated with ever-tightening government standards. In addition, diesel electric systems have the potential to be longer lasting and lower maintenance. Beyond that, Ron points out that electric motors have some major advantages in the farming context. "Farming is unique because the load factor is almost 100%." With construction or other types of heavy diesel equipment, the machine addresses loaded performance intermittently. They carry weight or push materials for short periods of time. "When we put the plow in the ground, we may operate for the next four hours if we have a big enough field, fully loaded all the time. It's totally different [from construction]. That's where diesel electric shines. As long as you can get rid of your heat, they can be totally loaded all the time. Diesel electric is a lot more suited to constant loading. That's one of the reasons why I think diesel electric could work out okay."

Ron believes that the advent and adoption of diesel electric equipment will likely move slow. "You find progressive farmers that are out there that are large, that will try one. And if they like it then [prices] will go down. It won't start off with the small farmers, in my opinion, other than the few entrepreneurial guys. It'll be used iCalifornia where they are working 10 months out of the year instead of two or three." Over time, as the idea catches on, larger adoption and implementation will begin to take place. Diesel electric heavy equipment is already making advances in the mining industry and has been widely adopted by the railroads. This will likely lead to a period of growing pains as farm specific applications are developed. The technology is widely used, but mainly in settings where the horsepower requirements are much higher than in agriculture. This means that adopting field-tested options, an approach that Ron has advocated for use since the 70s, won't be an option. New motors mean new bugs and weak points will need to be identified and dealt with by early adopters.

Another potential pitfall that would likely accompany a transition to a new technology is the limited options for parts. Ron's philosophy as it relates to equipment is heavily based on creating options for the consumer to switch components based on needs. The original Big Bud tractors were designed with standardized engine/transmission mounts that were movable, making it possible to install any engine or transmission. This is why he is able to continue to rebuild the machines with current equipment options. Even with the more integrated tractors used today, the manufacturer's options for engines, transmissions, etc. are wide open. These axles and transmissions have the benefit of having been proven in the field and by the test of time. This will not be the case with a ground up designed electric motor/axle system, which will reduce parts, backup, and rebuilding options to virtually nothing. Though electric motors tend to be long lived, they will eventually begin to break down and the lack of backup/replacement options will create difficulty. In addition, Ron pointed out that every manufacturer will design their own system. This will create a situation where the parts and service aspect of tractor maintenance/repair will come more and more under the control of the manufacturers. Many small farmers express frustration over the expenses associated with dealer parts or computer/emissions related service issues that can only be done by the dealers themselves. New tractors sold today have the unusual stipulation that computer and emissions systems basically belong to the dealer. They can only be repaired by a dealer and cannot be modified by the consumer at all. A diesel electric system, where the computer integration is even more prevalent, will increase the manufacturer's presence in the life of the equipment. These proprietary aspects of tractor repair can contribute to increased down time and expense. Waiting for parts to be shipped in or a technician to arrive, diagnose, and repair issues are real challenges. Ron argues that an electric motor/axle system replacing the older, more tested approach, would increase the reliance of the small farm corporation on dealer parts and service departments. "Right to Repair" legislation is seeking to fix these issues, but headway has been limited. Though the diesel electric option has great potential in the agriculture sector, the peculiar challenges associated with the farm equipment industry will be multiplied in the transition.

Ron has been in the tractor business since 1974. He started his career at the helm of Big Bud. For the last several decades, he has been running Big Equipment rebuilding and upgrading Big Bud, Versatile, and other tractors.