The heavy gang – a real live wire

Reducing carbon dioxide emissions in freight transport (decarbonisation) is considered to be one of the biggest challenges for the manufacturers of commercial vehicles. In addition to efforts attempting to further reduce CO2 emissions by means of appropriate exhaust gas purification systems, these companies are closely following the development of battery-electric powered trucks (BEV=Battery Electric Vehicles) that are suitable for short and medium-distance travel. As a kind of flanking measure, truck manufacturers are also relying on the fuel cell designed for FCEVs (fuel cell electric vehicles) so as to cover longer distances emission-free. The German Federal Government alone is funding 62 large-scale hydrogen projects in Germany by providing around eight billion euros. Here we have an overview for you.

An e-truck (BEV) with a loaded box or trailer is too heavy, the range of the vehicles too short, the dependence on charging options too high. In fact, battery-electric powered trucks on a long haul and in international heavy goods traffic are difficult to imagine. However, as far as short-haul and medium-haul are concerned, such prejudices have long been regarded as antiquated. Today countless battery-electric trucks in various weight classes are already speeding up and down Germany's roads. With great success! According to the KBA (German Federal Motor Transport Authority), the number of registered trucks with battery-electric drive systems in Germany in 2020 was 32,210 – with an upward trend.

One example of a battery-electric truck is the eActros from Daimler. The Swabian truck manufacturer proved with extensive tests (which were also performed in winter) that, technically, covering a range of over 200 kilometres without having to recharge is not a problem, depending, of course, on the topography of the terrain and the payload involved. Since July 2019, an eActros, along with other vehicles, has been on the road serving customers and has already covered more than 50,000 kilometres. Since then, the cargo weight of initially around four tons has continued to grow, as has the range, thanks to rapid developments in the battery sector. The electric truck has proven itself exceptionally well in distribution operations and on short-haul routes. According to Daimler Trucks, the start of the eActros series production is planned for 2021. The performance values are likewise set to continue rising.

Daimler Trucks has also put electric trucks from the Group's Freightliner brand on the road for customer tests in North America. The so-called Customer Experience (CX) test fleet of Daimler Trucks North America (DTNA) consists of six heavy-duty Freightliner eCascadia and two medium-duty Freightliner eM2 106. The market launch of the two trucks Freightliner eCascadia and eM2 is reportedly planned for the end of 2021.

Other truck manufacturers are also putting their money on the battery-electric drive and are successfully mapping out defined application scenarios. For example, Scania recently introduced the 25L BEV, which is available in various performance classes. This vehicle, too, is designed for local distribution transport. The advantage: noise emissions are limited to tyre-rolling noise. This means that night-time deliveries and driving through city centres and residential areas are also possible at this time. The Group's sister company MAN has been producing a small series with the eTGM since November 2019, which has been available for order since 2020. The vehicle is intended for inner-city delivery traffic. As regards the body, it can be configured as a refrigerated vehicle, with a swap body or beverage body.

For this purpose, the eTGM offers a permissible total weight of 26 tons, the unladen weight is around 10,750 kg and a dry box weighs between 2,500 and 3,000kg. With such a body, the payload is about 12.5 tons. The eTGM is powered by an electric motor with 264 kW (360 hp) output, which provides a maximum torque of 3,100 Nm, MAN says. Under the TRATON umbrella, MAN cooperates with Scania on topics such as development, purchasing and assembly.

Completely new manufacturers have also dedicated themselves to the development of battery-electric trucks and have already put such vehicles on the road. For example, according to the Swedish manufacturer, the Volta Zero is the world's first fully electric 16-ton commercial vehicle designed specifically for inner-city goods transport (the last mile). The Zero achieves a purely electric range of 150 to 200 kilometres.

The Nikola Tre, based on the Iveco S-Way, is a cooperative development of the joint venture between Iveco and the US startup Nikola Motors. The first prototypes (BEV) are already being manufactured and tested in Ulm/Germany. Delivery of the first vehicles is planned for 2021. With the Nikola Two, it is intended to bring out a fuel cell vehicle, while the Nikola Tre FCEV can be seen as the hybrid variant.

With the BEV Futuricum Logistics 18E, from the company Designwerk Products AG, yet another truck with fuel cell technology enters the race. In Switzerland, the first vehicles are already being used by the delivery company DPD. And Tesla had already presented the all-electric heavy-duty tractor "Semi" at the end of November 2017. The delivery of the first vehicles, which was initially planned for 2019, has been delayed because of the carrying out of further developments. The Semi is to be built at the new Giga Factory in Austin, Texas.