Aug. 17, 2025:
WASHINGTON (AP) — A year after being lauded for its plan to replace thousands of aging, gas-powered mail trucks with a mostly electric fleet, the U.S. Postal Service is facing congressional attempts to strip billions in federal EV funding.
In June 2025, the Senate parliamentarian blocked a Republican proposal in a major tax-and-spending bill to sell off the agency’s new electric vehicles and infrastructure and revoke remaining federal money. But efforts to halt the fleet’s shift to clean energy continue in the name of cost savings.
Donald Maston, president of the National Rural Letter Carriers’ Association, said canceling the program now would have the opposite effect, squandering millions of dollars.
“I think it would be shortsighted for Congress to now suddenly decide they’re going to try to go backwards and take the money away for the EVs or stop that process because that’s just going to be a bunch of money on infrastructure that’s been wasted,” he said.
Beyond that, many in the scientific community fear the government could pass on an opportunity to reduce carbon emissions that contribute to global warming when urgent action is needed.
Electrified vehicles reduce emissions
A 2022 University of Michigan study found the new electric postal vehicles could cut total greenhouse gas emissions by up to 20 million tons over the predicted, cumulative 20-year lifetime of the trucks. That’s a fraction of the more than 6,000 million metric tons emitted annually in the United States, said professor Gregory A. Keoleian, co-director of the university’s Center for Sustainable Systems. But he said the push toward electric vehicles is critical and needs to accelerate, given the intensifying impacts of climate change.
“We’re already falling short of goals for reducing emissions,” Keoleian said. “We’ve been making progress, but the actions being taken or proposed will really reverse decarbonization progress that has been made to date.”
Many GOP lawmakers share President Donald Trump’s criticism of the Biden-era green energy push and say the Postal Service should stick to delivering mail.
Sen. Joni Ernst, R-Iowa, said “it didn’t make sense for the Postal Service to invest so heavily in an all-electric force.” She said she will pursue legislation to rescind what is left of the $3 billion from the Inflation Reduction Act allocated to help cover the $10 billion cost of new postal vehicles.
Ernst has called the EV initiative a “boondoggle” and “a textbook example of waste,” citing delays, high costs and concerns over cold-weather performance.
“You always evaluate the programs, see if they are working. But the rate at which the company that’s providing those vehicles is able to produce them, they are so far behind schedule, they will never be able to fulfill that contract,” Ernst said during a recent appearance at the Iowa State Fair, referring to Wisconsin-based Oshkosh Defense.
“For now,” she added, “gas-powered vehicles — use some ethanol in them — I think is wonderful.”
Corn-based ethanol is a boon to Iowa’s farmers, but the effort to reverse course has other Republican support.
Rep. Michael Cloud, R-Texas, a co-sponsor of the rollback effort, has said the EV order should be canceled because the project “has delivered nothing but delays, defective trucks, and skyrocketing costs.”
The Postal Service maintains that the production delay of the Next Generation Delivery Vehicles, or NGDVs, was “very modest” and not unexpected.
“The production quantity ramp-up was planned for and intended to be very gradual in the early months to allow time for potential modest production or supplier issues to be successfully resolved,” spokesperson Kim Frum said.
EVs help in modernization effort
The independent, self-funded federal agency, which is paid for mostly by postage and product sales, is in the middle of a $40 billion, 10-year modernization and financial stabilization plan. The EV effort had the full backing of Democratic President Joe Biden, who pledged to move toward an all-electric federal fleet of car and trucks.
The “Deliver for America” plan calls for modernizing the ground fleet, notably the Grumman Long Life Vehicle, which dates back to 1987 and is fuel-inefficient at 9 mpg. The vehicles are well past their projected 24-year lifespan and are prone to breakdowns and even fires.
“Our mechanics are miracle workers,” said Mark Dimondstein, president of the American Postal Workers Union. “The parts are not available. They fabricate them. They do the best they can.”
The Postal Service announced in 2022 it would deploy at least 66,000 electric vehicles by 2028, including commercial off-the-shelf models, after years of deliberation and criticism it was moving too slowly to reduce emissions. By 2024, the agency was awarded a Presidential Sustainability Award for its efforts to electrify the largest fleet in the federal government.
Building new postal trucks
In 2021, Oshkosh Defense was awarded a contract for up to 165,000 battery electric and internal combustion engine Next Generation vehicles over 10 years.
The first of the odd-looking trucks, with hoods resembling a duck’s bill, began service in Georgia last year. Designed for greater package capacity, the trucks are equipped with airbags, blind-spot monitoring, collision sensors, 360-degree cameras and antilock brakes.
There’s also a new creature comfort: air conditioning.
Douglas Lape, special assistant to the president of the National Association of Letter Carriers and a former carrier, is among numerous postal employees who have had a say in the new design. He marvels at how Oshkosh designed and built a new vehicle, transforming an old North Carolina warehouse into a factory along the way.
“I was in that building when it was nothing but shelving,” he said. “And now, being a completely functioning plant where everything is built in-house — they press the bodies in there, they do all of the assembly — it’s really amazing in my opinion.”
Where things stand now
The agency has so far ordered 51,500 NGDVs, including 35,000 battery-powered vehicles. To date, it has received 300 battery vehicles and 1,000 gas-powered ones.
Former Postmaster General Louis DeJoy said in 2022 the agency expected to purchase chiefly zero-emissions delivery vehicles by 2026. It still needs some internal combustion engine vehicles that travel longer distances.
Frum, the Postal Service spokesperson, said the planned NGDV purchases were “carefully considered from a business perspective” and are being deployed to routes and facilities where they will save money.
The agency has also received more than 8,200 of 9,250 Ford E-Transit electric vehicles it has ordered, she said.
Ernst said it’s fine for the Postal Service to use EVs already purchased.
“But you know what? We need to be smart about the way we are providing services through the federal government,” she said. “And that was not a smart move.”
Maxwell Woody, lead author of the University of Michigan study, made the opposite case.
Postal vehicles, he said, have low average speeds and a high number of stops and starts that enable regenerative braking. Routes average under 30 miles and are known in advance, making planning easier.
“It’s the perfect application for an electric vehicle,” he said, “and it’s a particularly inefficient application for an internal combustion engine vehicle.”
Sept. 12, 2024:
ATHENS, Ga. (AP) — The Postal Service’s new delivery vehicles aren’t going to win a beauty contest. They’re tall and ungainly. The windshields are vast. Their hoods resemble a duck bill. Their bumpers are enormous.
“You can tell that (the designers) didn’t have appearance in mind,” postal worker Avis Stonum said.
Odd appearance aside, the first handful of Next Generation Delivery Vehicles that rolled onto postal routes in August in Athens, Georgia, are getting rave reviews from letter carriers accustomed to cantankerous older vehicles that lack modern safety features and are prone to breaking down — and even catching fire.
Within a few years, the fleet will have expanded to 60,000, most of them electric models, serving as the Postal Service’s primary delivery truck from Maine to Hawaii.
Once fully deployed, they’ll represent one of the most visible signs of the agency’s 10-year, $40 billion transformation led by Postmaster General Louis DeJoy, who’s also renovating aging facilities, overhauling the processing and transportation network, and instituting other changes.
The current postal vehicles — the Grumman Long Life Vehicle, dating to 1987 — have made good on their name, outlasting their projected 25-year lifespan. But they’re well overdue for replacement.
Noisy and fuel-inefficient (9 mpg), the Grummans are costly to maintain. They’re scalding hot in the summer, with only an old-school electric fan to circulate air. They have mirrors mounted on them that — when perfectly aligned — allow the driver to see around the vehicle, but the mirrors constantly get knocked out of alignment. Alarmingly, nearly 100 of the vehicles caught fire last year, imperiling carriers and mail alike.
The new trucks are being built with comfort, safety and utility in mind by Oshkosh Defense in South Carolina.
Even tall postal carriers can stand up without bonking their heads and walk from front to back to retrieve packages. For safety, the vehicles have airbags, 360-degree cameras, blind-spot monitoring, collision sensors and anti-lock brakes — all of which are missing on the Grummans.
The new trucks also feature something common in most cars for more than six decades: air conditioning. And that’s key for drivers in the Deep South, the desert Southwest and other areas with scorching summers.
“I promise you, it felt like heaven blowing in my face,” Stonum said of her first experience working in an air-conditioned truck.
Richard Burton, another driver, said he appreciates the larger payload area, which can accommodate bigger packages, and the fact that he doesn’t have to crouch, helping him avoid back pain. The old trucks also had a habit of breaking down in traffic, he added.
Brian Renfroe, president of the National Letter Carriers Association, said union members are enthusiastic about the new vehicles, just as they were when the Grummans marked a leap forward from the previous old-school Jeeps. He credited DeJoy with bringing a sense of urgency to get them into production.
“We’re excited now to be at the point where they’re starting to hit the streets,” Renfroe said.
The process got off to a rocky start.
Environmentalists were outraged when DeJoy announced that 90% of the next-gen vehicles in the first order would be gas-powered. Lawsuits were filed demanding that the Postal Service further electrify its fleet of more than 200,000 vehicles to reduce tailpipe emissions.
“Everybody went nuts,” DeJoy said.
The problem, Dejoy said, wasn’t that he didn’t want electric vehicles. Rather, the expense of the vehicles, compounded by the costs of installing thousands of charging stations and upgrading electrical service, made them unaffordable at a time when the agency was reporting big operating deficits every quarter.
He found a way to further boost the number of electric vehicles when he met with President Joe Biden’s top environmental adviser, John Podesta. That led to a deal in which the government provided $3 billion to the Postal Service, with part of it earmarked for electric charging stations.
In December 2022, DeJoy announced that the Postal Service was buying 106,000 vehicles through 2028. That included 60,000 next-gen vehicles, 45,000 of them electric models, along with 21,000 other electric vehicles. He pledged to go all-electric for new purchases starting in 2026.
“With the climate crisis at our doorsteps, electrifying the U.S. government’s largest fleet will deliver the progress we’ve been waiting for,” said Katherine García of the Sierra Club, which sued the Postal Service before its decision to boost the volume of electric vehicle purchases.
Between the electric vehicles, reduced tailpipe emissions from optimized mail routes and other changes, the agency anticipates cutting carbon emissions by 40% by 2030, DeJoy said. The route revisions will also save money.
This summer the Postal Service’s environmental battles came full circle as the White House honored it with a Presidential Federal Sustainability Award, marking the end of “an interesting journey,” DeJoy said.
The honor signifies the agency’s ability to work through complex problems — be they operational, financial, technical, political or of a public policy nature, he said.
“It comes from forging forward,” he said. “Keep moving.”
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