Heavy long-distance transport is going electric: First in Scandinavia
According to its own statements, Volvo Trucks was already able to sell 4,300 electric trucks in 2022 and not just in distribution traffic: Since December 2022, Volvo Trucks has been gradually delivering the models Volvo FH Electric, Volvo FM Electric, and Volvo FMX Electric in Germany as well. The company is the only truck manufacturer worldwide to already offer six different electric truck models in series production and, according to its own information, is the market leader in heavy electric trucks in Europe and the USA. Volvo Trucks' electric trucks cover many different transport needs, from urban distribution traffic and waste disposal to regional and construction traffic. Daf Trucks plans to soon start assembling its heavy electric trucks in Eindhoven.
Scania is also pushing forward electrification and now has a complete electric modular system ready, similar to other truck manufacturers, all of whom presented their heavy electric trucks at least in 2022. This includes MAN, which plans to start series production in 2024. At a Round Table, MAN's CEO outlined the next steps in electromobility. However, a prerequisite for this is that the megacharging network is in place along major traffic routes by 2025, on which they are working together with Daimler Trucks and Volvo Trucks.
Once again, Scandinavia will be the early adopter. As mentioned, Volvo and Scania already deliver heavy electric trucks, while MAN has sold around 2,200 e-TGE vans since 2019: the van that is based on the electric VW Crafter and for which VW currently has no successor after ceasing its production.
MAN: Strong in city buses – the truck is in planning, and VW needs to quickly sort out E-vans
Things look better for MAN's buses: since 2020, around 1,000 electric Lions City city buses have been handed over to customers. The trucks are expected to be ready by 2024, which is why MAN is pushing the business especially in Scandinavia. Vlaskamp currently certifies this region with a "three to four years" lead in the bus sector and cites several projects, although he generally prefers not to mention this number, as an upsurge can be observed practically in all European countries, interestingly also strongly in Spain – albeit more regionally in the city bus sector. But as coordinated as the expansion of the charging infrastructure is, this is not yet happening elsewhere.
"The truck business is no longer running as it used to: there used to be a description of what emission regulations had to be met and then developed accordingly. Now the power grid is also involved and has to be considered in the infrastructure. In Scandinavia, this is already working well hand in hand."
MAN has already calculated how much electricity it would take to electrify Europe's long-distance traffic: If around 50% of all trucks were electric by 2030, that would mean 350,000 vehicles respectively a power demand of 35 terawatt hours per year, for which you would need 6,000 wind turbines or 17,500 charging points. In addition, there would be around 13,000 buses that could be 95% electric by 2030, for which you would need to generate another terawatt hour of electricity with 200 wind turbines.
Milance: the charging network of Traton, Daimler Trucks, and Volvo Trucks
And after learning from Tesla that it makes sense to think about and plan the charging infrastructure, they want to do so in conjunction with Daimler and Volvo Trucks: The joint venture Milance aims to create 1,700 charging points along the main European traffic routes. Driving times, charging, refueling, washing, service – all of this should ideally be perfectly integrated digitally, as Vlaskamp is also sure: Digital services are becoming more important and could be more decisive in the future when it comes to making a mark with the customer with its product.
Daimler is currently testing even in winter in Scandinavia: Recently, they sent a battery-electric heavy distribution truck from the Arctic Circle to Stuttgart. On such a long route, the Mercedes-Benz eActros 300 as a tractor unit will probably not be used by customers in the future. But to examine the truck continuously for several days under the most diverse climatic and topographical conditions in real operation, such a (torturous) tour is the best opportunity for developers to derive measures for possible optimizations of functions and systems. The experts from Mercedes-Benz Trucks covered the approximately 3,000 kilometers in March 2023 with a series-production-like prototype of the eActros 300 as a tractor unit. Its series launch is scheduled for autumn 2023.
The competition is not sleeping: BYD is delivering more and more electric bus chassis to the EU
European competitors are feeling the pressure: BYD is currently rolling out the market for buses and their chassis worldwide. Additionally, the Chinese are also seeking and finding new niches for electric trucks, for example, in US port traffic, primarily where low-cost, not too long distribution routes are in demand. The same applies to the SAIC subsidiary Maxus, which likes to establish itself as a second brand with its electric vans among Mercedes-Benz van partners.
Daf has recently started the series production of heavy electric trucks in Eindhoven. | Photo: Daf Trucks
Daimler Trucks drove from the Arctic Circle to southern Germany to gather everyday experiences. Here too, series production is planned for 2023. | Photo: Daimler Trucks
That all this can work out and happen faster in Scandinavia than in other countries is something Malte Kauert, Director of MAN Truck & Bus Nordics, does not doubt: Denmark has launched an ambitious infrastructure project and is currently building one of the largest wind farms in Europe on its west coast. This is why he is confident: Scandinavia is the pioneering market in Europe. This is why Vlaskamp is also honest enough, between the lines, to demand an e-TGE 2.0 from parent company VW sooner rather than later.
What does this mean?
Some European manufacturers are late, but (still) not too late to electrify their range. The technology is ready – but so is the question mark behind the necessary infrastructural expansion required for the extensive rollout of e-mobility. And while MAN has a good grip on buses and trucks, there is a significant urgency with electric vans: the e-TGE is no longer being manufactured, and ALL manufacturers except parent company VW now offer electric 3.5-tonners. This is why the reasonably well-started TGE urgently needs a motor update here. However, VW first needs to negotiate or clarify this with Ford. And on the subject of "technology openness," MAN-CEO Vlaskamp is not particularly optimistic about fuel cells, hydrogen engines, or e-fuels. MAN may be testing these technologies, but true enthusiasm for them would have sounded different. This is supported by the model launches of other manufacturers: electric vehicles are also being introduced before fuel cells here.
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