When the US-Israel-Iran war rattles oil routes and sends stocks linked to oil prices in chaos, we remember how vulnerable freight really is. From Houthis blowing up shipping containers in the Red Sea to the IRGC regime stopping traffic in the Strait of Hormuz.

The latest instability tied to Iran and the Strait of Hormuz has again exposed a truth that should have been obvious years ago: moving fuel, food, medicine and industrial goods with diesel trucks from source points around the world is not only dirty and expensive, it is strategically brittle.

A single chokepoint can raise costs across continents. A single delay can ripple through ports, warehouses and supermarket shelves. If there is a serious transportation lesson from this latest era of conflict, but also from the COVID era and the beginning of the Ukraine-Russia war, it is that freight has to become more electric, more automated, more distributed and much safer.

The most visible symbol of that future is the Tesla Semi, but it is only one part of a wider shift that includes platooning, electric road trains, tunnel logistics (the Boring Company) and autonomous overnight freight. Tesla says their new Semi can travel up to 500 miles on a single charge, potentially charge itself, use just 1.7 kWh per mile, and recover up to 60% of range in 30 minutes using Tesla’s dedicated Semi chargers. These are no longer vague promises from a concept vehicle. They are operational logistics numbers, and they matter because freight does not need novelty. It needs reliability, lower costs, cleaner energy and fewer funerals on the road.

The real story is not just battery range. It is what electric trucks can do to the geometry of freight itself. Electric heavy vehicles are better suited to repeatable, software-managed routes than diesel trucks, especially on corridors between ports, warehouses, data centers, industrial parks and distribution hubs. They can charge during planned dwell time, brake regeneratively in traffic, and eventually move in synchronized convoys. That is where an old Green Prophet idea suddenly feels new again.

Years ago Green Prophet wrote about road trains as a way to reduce energy use and pollution on major corridors. Back then it sounded slightly utopian. Today it looks practical. Road trains are already used in places like Australia for long-haul freight, where multiple trailers are linked in controlled formation. The next version is more sophisticated: platooned electric trucks using software, automation and vehicle-to-vehicle coordination to move with less drag, better braking and tighter control. If war has reminded us how fragile fuel supply can be, then electrified road trains offer a direct answer. They move goods using power that can increasingly come from domestic grids rather than imported oil.

“Well said,” says Mark Russell, from Eco Trilogy, “Unfortunately, every new idea introduced in the West right now seems to be met with “that’ll never work” instead of “we can make this happen.” Somewhere along the way we’ve shifted from practical, solutions-focused thinking to a culture that resists improvement.

“Healthy debate is one thing—I can respect that. What’s harder to accept is the deliberate misinformation and outright falsehoods that cloud real progress. Take electric motors for example—they’re vastly more efficient than diesel, and that’s only the beginning of what’s possible when we choose to move forward instead of hold back.”

This is not just a climate story. It is also a safety story, and trucking badly needs one. According to the Federal Motor Carrier Safety Administration, 6,050 large trucks and buses were involved in fatal crashes in 2022. The Insurance Institute for Highway Safety notes that most deaths in large truck crashes are not truck occupants but people in smaller vehicles. Canadians have experienced this too well. A recent high-profile case is about an Indian truck driver with dozens of traffic offenses who wiped out an entire hockey team. Truckers themselves, though happy for the jobs that require unskilled labor, lead to back problems, opiode use and addiction. My brother-in-law got addicted to crack on this path. But in society, the danger comes from mass, height, visibility problems and human error. Trucks are essential to modern life, but the diesel freight system we tolerate is still one of the most physically unforgiving machines in daily public use. If you live in rural areas in Canada for instance, it’s fairly common to hear stories of people who have been hit by logging trucks out on old lonely logging roads.

That context matters when people dismiss autonomous or semi-autonomous freight as “experimental.” The current system is experimental too. It is just old enough that we stopped calling it that. Human fatigue, poor training, distracted driving, mechanical neglect and congested road conditions are still doing terrible work every day. The case for electric freight is not that software is magic. It is that electric and digitally managed fleets can reduce some of the oldest failure points in trucking if they are deployed honestly and regulated properly.

There is strong evidence that advanced safety systems already help. A study highlighted by the IIHS found that forward collision warning and automatic emergency braking greatly reduce crash risk for large trucks. Another transportation safety summary reported that forward collision warning reduced rear-end crash rates for large trucks by 44% and automatic emergency braking cut them by 41%. These are not futuristic gains. They are available gains, and electric trucks are especially well positioned to integrate them deeply because they are software-first vehicles from the start.

This is where the Tesla Semi has real promise beyond the brand mythology. A truck that is built around sensors, cameras, digital controls, active safety systems and fleet-level telemetry is not just a cleaner truck. It is a more governable truck. That matters because freight safety is often less about one great driver and more about whether the entire system is designed to reduce bad decisions. Electric fleets can be routed to avoid dangerous congestion, scheduled for lower-risk windows and monitored continuously for maintenance, speed, route adherence and braking behavior.

Canada has already shown what happens when freight systems become too loose and too dependent on low-cost labor with weak oversight. Ontario authorities suspended truckers’ licences after uncovering dishonest testing and training practices in the commercial driving pipeline, mainly through Indian and Pakistani new immigrants, a scandal that has raised concerns about how unqualified drivers can end up operating very large vehicles on public roads. The report in TruckNews made clear that the issue was not theoretical.

There have also been wider crackdowns in western Canada. In Alberta, regulators shut down unsafe truck driver training schools and targeted carriers linked to poor safety practices, according to another TruckNews report. This is where the so-called Indian trucker scam story belongs: not in xenophobic shorthand, but in a larger, documented failure of training quality, licensing integrity and freight oversight. The public safety issue is real and the solution is better standards, better enforcement and eventually fewer opportunities for dangerous human error in the first place.

Electric and autonomous freight systems can help close that gap. A truck that is digitally supervised from depot to destination is much harder to fake than a paper credential. Its route, braking profile, charging pattern, maintenance logs and safety events are all visible. Its blind spots can be monitored more effectively. Its lane keeping can be assisted. Its speed can be constrained. Its night operation can be managed more intelligently than traditional diesel trucking, where too much depends on exhausted people trying to survive punishing schedules.

Night freight, in particular, deserves more attention. Most people think of night driving as inherently more dangerous, and for tired human drivers that is often true. But electric freight paired with high-grade sensors, automatic braking, lane support and controlled corridors changes that equation. Roads are less congested at night. Temperatures are lower and  delivery windows are easier to manage. A future fleet of electric trucks moving through dedicated logistics lanes or semi-autonomous convoy corridors after midnight may actually be one of the safest ways to move goods through and between cities of Boston and New York. As my design prof friend Tom Klinkowstein said while driving through Soho on his electric BMW, “wheeeeee.”

That is especially important in hot countries and regions vulnerable to fuel disruption. In the Gulf, for instance, the logic is already visible. Green Prophet recently covered how Etihad Rail is using solar power at a freight terminal, which points to a larger truth: logistics is beginning to decouple from diesel. Rail, electric trucking and distributed renewable power can work together to make freight less exposed to global oil shocks. If you can move a growing share of cargo using electricity generated at home, then conflict in a shipping chokepoint matters a little less.

And then there is the tunnel idea. Elon Musk’s Boring Company is usually treated as either a curiosity or a vanity project, but its freight implications are worth taking seriously. The company explicitly positions itself around transportation, utility and freight tunnels, and Green Prophet recently looked at its proposed Dubai Loop. Most public discussion focuses on moving people, but the more consequential long game may be underground logistics around ports, airports, industrial districts and city delivery corridors.

Imagine what that means in practical terms. Instead of forcing every container, parcel or pallet through surface congestion, cities could build dedicated electric freight arteries below grade. Not for everything, but for enough high-frequency, high-value freight to change the economics of last-mile logistics. Tunnels are expensive, but so are collisions, delays, diesel pollution, road wear and lost time. If electrified trucking is the first phase of cleaner freight, then freight tunneling may become the second.

There is also a strategic military and civil defense logic to all this. When surface infrastructure is exposed, tunnel logistics and electrified transport corridors become more than just sustainability projects. They become resilience infrastructure. A society that can move food, medicine, construction materials and even emergency fuel with less dependence on imported diesel is not only cleaner: it is harder to destabilize.

There will be labor consequences and they should not be brushed aside. Better electric logistics will almost certainly mean fewer traditional long-haul driving jobs over time, especially on repetitive corridor freight. Some of those jobs will be replaced by fleet management, remote operations, charging infrastructure, maintenance, software supervision and tunnel logistics, but not all of them. That is a real social cost and governments should be planning for it now. But it should not be used as an excuse to defend a freight model that is dangerous, polluting and geopolitically fragile.

The bigger truth is simple. If the world wants safer freight after the Iran war, it should stop talking only about oil supply and start talking about transport design around renewable energy nodes and battery storage stations. Electric trucks like the Tesla Semi, road-train logic, managed night freight, autonomous convoying and freight tunnels are not fringe ideas anymore. They are pieces of a practical, lower-risk logistics future.

The old diesel model gave us pollution, dependency, fatigue and too many deaths on the road. The next freight era should be quieter, cleaner and much less lethal. That would be a technological upgrade worth taking seriously.

The big question I have is if the first versions will include sleeper cabins. Can a trucker just put the vehicle on automatic mode and write poetry from his cabin behind the wheel?

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It doesn’t take a genius city planner to know that tunnels under the city spare pedestrians and foot traffic in the city above. Major cities around the world have built traffic tunnels, and it’s obvious when you are in New York how tunnels can get you across the city quickly.

Tunneling is impressive but it comes with problems. London’s Crossrail project, for example, uncovered thousands of archaeological artifacts mid-construction.

Modern cities have centuries of buried infrastructure: gas pipes, water mains, electrical conduits, fiber optic cables, old foundations. Routing tunnels around all of this requires painstaking planning and coordination with dozens of agencies but Dubai, a relatively new city that’s missing even basic sewage pipes in some buildings, has a great chance to build its city from scratch right.

Dubai has announced this month that they will be working with Elon Musk‘s Boring Company to build tunnels in Dubai.

At an estimated $545 million for 14 miles, the Dubai Loop is actually relatively cheap by global standards: New York’s Second Avenue Subway cost roughly $2.5 billion per mile. Most cities simply can’t finance that.

Dubai’s Particular “Boring” Problem

Dubai is sprawling, car-dependent, and built in a desert climate where surface-level public transport is actively hostile to pedestrians for much of the year. Temperatures regularly exceed 40°C (104°F) in summer, making walking between transit stops an uncomfortable proposition. Imagine how you feel when your car’s air conditioning stops working?

Underground transport sidesteps the heat. A cool, connected tunnel network with frequent stops could shift behavior in a city where the private car, and even gold Mercedes, have long reigned supreme. The pilot route will offer “first- and last-mile solutions”, meaning it’s designed to work with Dubai’s existing Metro rather than in competition with it.

If it succeeds, Dubai Loop could become a compelling model for other Gulf cities, Abu Dhabi, Riyadh, Doha, all that share the same urban sprawl, heat, and car dependency challenges.

Steve Davis, President of The Boring Company, commented that: “We are proud to partner with the Roads and Transport Authority, one of the world’s leading entities in adopting innovative solutions in the transport sector. Through this partnership, we look forward to delivering advanced, safe, and highly efficient tunnelling solutions that support Dubai’s vision for sustainable and future mobility.”

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Elon Musk has made it clear. He’s going to inhabit Mars. But the first natural step, he says, will be the moon. We’ve reported on the moon base station. NASA knows that plants can grow on the moon. And countries like China and Russia have declared they will build cities there too using nuclear power. Stepping up to democratize the moon is an EU-funded company, Deep Space Energy, which has just raised more than $1 million USD as a seed fund to help it create energy generators on the moon. It’s a bid to strengthen the European sovereign space and defense industry and power Moon surface exploration.

The researchers are from Latvia: “Our technology, which has already been validated in the laboratory, has several applications across the defence and space sectors.

“First, we’re developing an auxiliary energy source to enhance the resilience of strategic satellites. It provides the redundancy of satellite power systems by supplying backup power that does not depend on solar energy, making it crucial for high-value military reconnaissance assets,” says Mihails Ščepanskis, founder and CEO of the company.

Based in Riga, the company is developing a radioisotopic generator toward commercialisation. The electricity comes from nuclear decay — a nuclear process. And the equipment does not include a nuclear reactor which could explode.

The funding was made up of its €350k pre-Seed round led by Outlast Fund and Linas Sargautis, an angel investor and a former co-founder of NanoAvionics. The company also secured additional €580k in public contracts and grants by the European Space Agency (ESA), NATO DIANA, and the Latvian government. It’s not a huge sum of money for such an ambitious project but it’s a start.

European and American military and space technologies are what leads to new inventions in medicine, ecology and renewable energy.

Military spy satellites evolved into Earth-monitoring satellites that now track deforestation (Amazon, Congo), (see MIT using AI and imaging for trees in cities) they can monitor methane leaks and pollution; and satellites predict droughts and crop failures.

Military thermal imaging using infrared vision is now used to detect inflammation and vascular disease, it can screen for breast cancer and detect fevers at airports.

In the 2025–2026 period, EU-Startups has reported substantial capital flows into the European SpaceTech sector, primarily at Seed and Series A stage.

Germany’s Reflex Aerospace secured €50 million to scale sovereign satellite platforms, while France’s Infinite Orbits raised €40 million to expand in-orbit servicing capabilities. Also in France, Look Up attracted €50 million to grow its radar-based space surveillance network, and UNIVITY secured €31 million to accelerate development of a space-based 5G constellation.

In Germany, Marble Imaging raised €5.3 million to scale its very high resolution Earth observation satellites ahead of launch, while Spain’s Kreios Space secured €8 million to advance propulsion systems for very low Earth orbit. Italy’s Astradyne raised €2 million to commercialise ultralight solar panels, and Spain’s Orbital Paradigm closed a €1.5 million pre-Seed round to develop reusable space capsules.

Collectively, these rounds represent approximately €187 million in disclosed funding moving into European SpaceTech across adjacent segments including satellite infrastructure, propulsion, communications, servicing and observation.

Deep Space Energy says it will put a focus on energy resilience for satellites and lunar missions rather than platform deployment.

“As Europe is trying to become more independent, it is imperative to produce satellites with advanced capabilities on our own. Our technology provides an auxiliary energy source for satellites, which makes them more resilient to non-kinetic attacks and malfunctions,” Mihails adds.

Founded in 2022, Deep Space Energy is developing a new radioisotope power generator for space that uses the heat produced by the nuclear self-decay of radioisotopes – materials extractable from waste of commercial nuclear reactors.

The product aims for applications in deep space science missions, lunar surface missions and high-value defense satellites. Their solution converts that heat into electric power, requiring 5 times less radioisotope fuel than a thermo-electric generator (RTG), currently used in space.

The company highlighted that its radioisotope-based energy generator is not designed for any kind of weapons. It will target high-value, dual-use satellites to increase their resilience and operational reliability. The primary focus is on satellites operating in Medium Earth Orbit (MEO), Geostationary Orbit (GEO) and Highly Elliptical Orbit (HEO), which are all critical for modern military reconnaissance and early-warning systems.

These satellites support a range of defence functions, from synthetic aperture radar (SAR)
satellites for detecting troop concentrations through clouds and foliage, to signal intelligence for intercepting communications and radio transmissions, as well as missile-launch detection, which is essential for anti-missile defense systems.

Egita Poļanska, partner at the lead investor Outlast Fund, shares: “Space energy tech has been stuck with certain limitations for decades, but we’re finally seeing the pieces come together for a real breakthrough – new materials, smarter power systems, and actual commercial demand for lunar operations.

“Deep Space Energy is building the infrastructure that will literally power the next chapter of space exploration and industry. As Europe ramps up its space ambitions, we need our own companies to lead in these foundational technologies. We’re thrilled to back this team and honestly pretty excited to have an actual moonshot in our portfolio, in the most literal sense possible.”

In the long term, the company aims to focus on the Moon economy. The radioisotope power generator looks to address critical energy challenges in the next phase of lunar exploration, including NASA and ESA’s Artemis, Argonaut and lunar rover programs, as well as the Moon Village framework led by the Moon Village Association. In particular, the technology is designed to support lunar night survival and operations in permanently shadowed regions, enabling extended scouting and prospecting missions.

On the Moon, where the temperatures at night drop below 150 degrees Celsius, and nights last for roughly 354 hours, moonrovers can’t rely on solar power.

The company’s technology requires approximately 2kg of Americium-241 fuel to generate 50W of power for a lunar rover, compared with around 10kg of radioisotope material needed by legacy RTG systems for comparable output. Given current projections that Americium-241 production capacity will reach around 10kg per year by the mid-2030s, this efficiency could enable lunar exploration missions to begin more than five years earlier and at up to five times the mission volume.

According to Ščepanskis, the company’s technology can significantly enhance the economics of moon rover missions by enabling them to last multiple day-night cycles up to a few years. The sole expenses of bringing payload to the Moon cost up to a million euros per kilogram; thus, by enhancing the lifetime of the rovers, the company helps to save hundreds of millions.

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