- Energy costs largest challenge in hydrogen trucks
- E-truck with total cost advantage from about 2025
- “On the battery electric electric truck as a mainstream solution, hardly a way leads”
Matthias Grundler, Chief Executive Officer of Traton, and Andreas Kammel, who is responsible for alternative drives and autonomous driving at the truck and bus manufacturer, have shown in detail in a guest contribution at Eurotransport, why and how purely battery electrical E-trucks in many cases the most cost-efficient Solution for heavy duty traffic are, and why they should be the first choice with appropriate charging infrastructure on the long-distance route.
If the heavy trucks are not only electrified, but also equipped with autonomous driving functions, the “transport of the future at the same time becomes more ecological and economic”, so the two authors, as the two technologies “mutually fertilize”. The progress of autonomously driving trucks will be given the battery electric drive “on a very special degree on the fast lane”, so the two truck experts, as autonomous driving “one of the biggest disadvantages of the E-truck, the lower flexibility”, neutralize.
Battery trucks have hardly any significant disadvantages even against hydrogen trucks, which are commonly regarded as the best solution for goods transport on long-distance, are hardly any significant disadvantages. Although the charging process of a typical future truck about three times as long as the tank operation of a fuel cell truck, about 40 instead of 15 minutes. An e-truck, however, can be “at up to 20 hours of use on the day the investment in the battery even more effective amortizing and playing its energy cost advantages even more,” says Eurotransport.
Especially this advantage in energy costs is “the crucial reason why in truck traffic, especially on the long-distance, pure e-truck in the vast majority of the more environmentally friendly and for freight forwarders will be more favorable solution.”The couch mainly at the much worse energy balance of hydrogen, which makes the fuel a lot more expensive than the electricity in batteries directly.
Energy costs largest challenge in hydrogen trucks
“Even with four euros per kilo of hydrogen on the pumping column, he would be a worthwhile alternative to a fossil diesel truck, but in most cases still not competitive with an e-truck,” writing the two authors, as trucks “use intensively used Investment goods “be,” whose fuel costs exceed the purchase price.”And there” in the end in a sector with such low margins such as the forwarding business still above all the costs “decide which technology is used, pure electric drives are clearly in the advantage.
“The often expressed opinion, hydrogen trucks are something for the long-distance and e-truck only for the short distance”, is also “not to hold” for organic reasons, as a hydrogen truck with the same amount of electricity due to energy losses at the Electrolysis, distribution and rear conversion only a good one third comes as far as a battery truck.
The negative argument that an electric truck is less payload, the two authors invalidate: a purely electric long-haul truck is sufficiently equipped with a good 4 tons of heavy battery. In addition, more than 2 tons of components of the diesel drive are eliminated, and in Europe are “two tonnes of multi-weight in a zero emission vehicle”. In short: An e-truck losing “with matching axis configuration contrary to a widespread opinion on the long-distance barely or no payload.”
E-truck with total cost advantage from about 2025
A typical, regularly used e-truck in Europe can cut off at the total cost “already in 2025 better than a diesel truck,” says the two authors. By 2030, the cost advantage “already in the two-digit percentage range, including infrastructure costs”. For the fossil diesel then speak “only very little”.
An important prerequisite but is “a nationwide fast load infrastructure with which the mandatory 45-minute rest period of a driver can be used after four and a half hours of travel time to reload”. Whose construction along the main European corridors will be “needed a few years for a few years and include a number of challenges,” however, “significantly cheaper failure could be expected by high usage rates and various synergies”.
The ecological footprint is also significantly better due to the battery drive than with hydrogen: “With the same windmill in the North Sea three more e trucks can be operated as hydrogen trucks,” says the two authors. “Accordingly, three times lower energy and network expansion has been made as well as CO2 emissions,” they argue. The construction of a circular economy for batteries also have a positive effect on the life cycle assessment of E-truck.
“On the battery electric electric truck as a mainstream solution, hardly a way leads”
Long term, “Hardly a way to the battery electric E-truck as mainstream solution over”, so the two truck experts. But that does not explicitly mean that he could be “the only meaningful solution for all applications” or will. In certain regions or scenarios, hydrogen trucks or other alternatives such as biomethane can also “play a relevant role”. Also for long-distance buses, the hydrogen drive is a meaningful range of applications, as these are usually on the road with two drivers and put only very short stops on their routes.
Hydrogen trucks, the two authors predict, will be “established in more and more applications on the market in the next ten years, but are increasingly being displaced in parallel but increasingly due to everyday useful electric trucks because they are simply cheaper in maintenance,” says it in the guest contribution. This allows hydrogen trucks to “occupy a complementary role in an e-truck portfolio”. For the majority solution, however, it should not be rich in the face of more and more lighter, cheaper and long-distance electric trucks.”
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