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IAA Transportation 2024: The industry is ready to deliver - in the right context

At the press workshop for IAA Transportation 2024, VDA President Hildegard Müller made it clear that, in addition to the existing means of transportation for decarbonization, the right political framework is also needed. She clearly advocates for open markets. Various manufacturers provided an outlook before the trade fair.

On a grand star tour: On the occasion of the VDA workshop, the eActros 600 embarked on a European Testing Tour, with MB Trucks boss Karin Radström at the wheel. | Photo: J. Reichel
On a grand star tour: On the occasion of the VDA workshop, the eActros 600 embarked on a European Testing Tour, with MB Trucks boss Karin Radström at the wheel. | Photo: J. Reichel
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Johannes Reichel

At the traditional press workshop before the IAA Transportation in September, Hildegard Müller, the president of the organizing German Association of the Automotive Industry (VDA), made it clear that the industry is ready to contribute to the decarbonization of transport by 2050, but it requires a suitable framework. It is essential to achieve climate protection and growth simultaneously, the association's chief urged in Frankfurt. She spoke of an ambitious plan for decarbonization by 2050, which, however, provides the industry with planning security.

However, the recent EU Parliament elections leave some questions unanswered, Müller suggested. Nevertheless, the industry will massively invest 280 billion euros in research and development by 2030, primarily focusing on battery-electric, but also on hydrogen and fuel cell-based solutions. Meanwhile, 130 billion euros will go towards the conversion of plants for electrification.

What is missing is the appropriate political framework, for example, in terms of truck charging infrastructure. Müller called for urgently extending the AFIR regulations to commercial vehicles. The H2 infrastructure must also be expanded with the megacharging networks. Corridors are essential for the transition to fossil-free transport to succeed.

Globalization is a gain for everyone

Müller also advocated for maintaining globalization and against the isolation of markets. Free and fair trade is more important than ever, also because only in this way can Western climate protection and social standards be established. The industry wants to decarbonize the transport of the future. Commercial vehicles are trendsetters and pioneers. The industry can and wants to deliver. If they are allowed to.

"We are indeed part of the problem. But we can also be part of the solution," added Karin Radström, head of Mercedes-Benz Trucks, who pointed out that transport accounts for seven percent of global emissions.

That is a significant share, but also a huge opportunity to make a difference. Daimler Truck is pursuing a dual strategy with a focus on BEVs, but also on fuel cell trucks by the end of the decade. Additionally, they aim to make regular diesel trucks significantly more efficient. Currently, however, the focus of decarbonization is on battery-electric drives, also based on the realization that half of the customers do not cover more than 500 kilometers per day.

Rapid Expansion of Truck Charging Infrastructure Needed

For this to work, 400 fast-charging points for trucks need to be added every month in the EU until 2030. The bottleneck must be overcome. It was recently demonstrated that megawatt charging technology works with an eActros 600. This allows electric trucks to be integrated into the same processes as diesel models since the charging process can be completed in 30 to 45 minutes, i.e., during the driving break. To demonstrate the practicality of e-mobility in commerce, Radström gave the starting signal for the European Testing Tour with the eActros 600, which now rolls through Europe under real-time conditions and with a standard trailer. The daily stages are to be covered with the existing battery, and the charging processes are to be done at night. Many insights are expected from the use of the pre-series truck.

MAN: All Investments at Once

MAN is also currently focusing primarily on battery-electric drives, even in the heavy eTGX, while also conducting initial pilot tests with 100 hydrogen combustion trucks of the hTGX type and fuel-cell trucks in the so-called Bavaria fleet. Everything must be pursued simultaneously, as the cards are being dealt now, said Friedrich Baumann, Head of Sales & Customer Solutions at MAN Truck & Bus SE. By 2030, 50 percent of the fleet should already be climate-neutral.

The Munich-based company also pointed to the necessary condition of sufficient megawatt charging infrastructure, with 50,000 stations needed in Germany alone. For this, they founded the charging joint venture Milence, which will soon open its third station in Brussels, as Baumann announced. Nevertheless, this is just a drop in the ocean. Above all, the new EU leadership is now called upon to push things forward, Baumann appealed.

Quantron: Pioneers from Augsburg

Similar to the major OEMs, the Haller spin-off Quantron in Augsburg is also pursuing a dual-track strategy, focusing on both BEV and FCEV concepts. Company head Andreas Haller has stated that in the future, 75 percent of vehicles will run on batteries, and 25 percent on fuel cells. To ensure the latter works effectively, the company plans to serve the entire ecosystem and is cooperating with partners like Tamoil and HEM in the joint venture Hemtron to provide affordable green hydrogen at sufficient stations.

The goal is to achieve competitive prices and cost parity with diesel. Haller considers H2 prices of 5 to 6 euros per kilogram, and in the long term even 1.50 euros/kg, feasible with the right partners. Quantron officials believe that, despite all the potential in battery development, the payload and energy advantage of hydrogen and fuel cells cannot be matched by battery-electric propulsion.

Tires: 90 percent of the impact during use

Philipp Ostbomk, Vice President B2B of Michelin Europe, pointed out that tires must also make a significant contribution to decarbonization. The company aims to have truly sustainable and climate-neutral tires by 2050, with 40 percent already for 2030. This is to be achieved through lifecycle assessments, where, for example, the maximum possible mileage of the tires is fully utilized.

Currently, tires are often replaced prematurely. One millimeter of tread can save 15,000 tons of raw material. Retread tires can increase mileage by 150 percent and save 70 percent of raw material. For new tires, the goal is to further increase mileage and not just focus on rolling resistance as is currently the case. Nonetheless, 90 percent of the environmental impact occurs during the usage phase. 

Schmitz Cargobull: Massively increased raw material costs

CEO Andreas Schmitz of Schmitz Cargobull referred to the massively increased raw material and thus production costs. These are 55 percent higher compared to 2020. Increased regulation, such as through the Vecto system, also drives up costs, while daily mileage has currently decreased, a sign of the economic crisis. As a manufacturer, the company has no choice but to pass on the higher costs to customers.

However, they are attempting to offset the higher costs through lower total costs of ownership, i.e., higher mileage, lower energy costs through improved trailer K-values, or reduced downtime. Additionally, they aim to balance lower costs with reduced environmental impacts and emissions. Schmitz Cargobull also plans to reduce CO2 emissions in production by 90 percent by 2030, an ambitious plan. To turn this into reality, Schmitz is hoping for fewer regulations and properly set incentives.

Ford Pro: Convincing Customers About E-Mobility

At Ford Pro, in the division founded two years ago, the goal after the product launch of the E-Transit Custom is to quickly win over small and medium-sized enterprises, which make up 50 percent of van users, to e-mobility. This is also to be achieved with a simulation tool called "E-Switch-Assist," which allows for the suitability of electrification to be checked on a per-vehicle basis. Ford Pro DACH Director Claudia Vogt is certain that this is usually the case. After all, 80 percent of customers never cover more than 200 kilometers in a day. She points to a recent study conducted in the commercial sector: according to this study, 60 percent of customers would consider purchasing an e-van within the next five years. It is the manufacturers' job to convince the customers now.

Kia: Costs Will Be the Deciding Factor

Kia sees it similarly, identifying enormous potentials for light commercial vehicles and thus deciding to return to the segment. With PBV, the aim is to set standards in range, space efficiency, connectivity, and costs. And to present the first of the "Space-Vans," the PV5, at the IAA. For Pierre Martin Bos, Director of PBV at Kia, mainly one argument will convince customers: the lower total operating costs. There will be no diesel version of the Kia vans at all. Welcome to the electric era.

Translated automatically from German.
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