Commercial GreenFleet 2020

SePTeMbeR 2020

DRIVING THE SWITCH TO CLEANER COMMERCIAL FLEETS

HEAVY GOODS VEHICLES

ELECTRIC TRUCKS Heavy commercial vehicle manufacturer Scania has launched its first electric truck range, with both full electric and plug-in hybrid variants

NEWS

COMMERCIAL GREENFLEET 2020

ELECTRIC & HYDROGEN TRUCKS

Commercial Vehicle News

LOGISTICS

Larger lorries and gas-powered trucks confirmed for Primark

Primark has announced the introduction of a new fleet of 15 Longer Semi Trailers (LSTs) which will each carry twice the volume of stock as the company’s existing trailers and will mean 1,600 fewer trailer journeys annually.

This amounts to 728,000 fewer kilometres travelled each year and the elimination of 680 CO2 equivalent tonnes from Primark’s transport operation in the UK.

The delivery of the new LSTs, manufactured in the UK by Don Bur (Bodies & Trailers) Ltd in Stoke-on-Trent and arranged in partnership with DHL Supply Chain, marks the start of a new phase in Primark’s move towards a more sustainable transport model. Each trailer is 15.65 metres long, has two decks and is designed to carry larger volumes of both hanging garments and

palletised products to Primark depots across the UK. Primark has also confirmed that later this year it will take delivery of 10 new Iveco tractor units which will be fuelled by liquified natural gas (LNG), a more environmentally-friendly and cost-effective alternative to traditional diesel fuel. Gaspowered trucks typically reduce CO2 emissions released into the atmosphere by 15 per cent, compared with diesel-powered trucks, and these new Iveco tractor units deliver a 60 per cent reduction in nitrogen oxide emissions to the environment.

Each tractor unit will cover approximately 200,000 kms per year, enable quieter urban deliveries and will further reduce the environmental impact of the company’s logistics operations.

Ian Hicks, head of transport at Primark, said: “We have been working hard for many years to reduce the environmental impact of our logistics operations and we are delighted to take this next step in boosting the

sustainability of our transport model. These new trailers have double the capacity of standard trailers and will significantly reduce our transport emissions in the UK. We are proud to bring these new additions into our transport fleet, to help make a more positive impact on the environment. The new trailers with their unmissable Primark branding can be seen on UK roads from this week.”

In 2016, Primark successfully introduced LNG trucks into its Spanish logistics fleet, which are used to distribute merchandise to Primark stores in Madrid and Barcelona. Primark has also introduced similar double decker trailers to its Northern European logistics operations, in collaboration with its Dutch logistics partners, as part of the ongoing commitment to reduce the environmental impact across the business.

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ELECTRIC VANS

LEVC’s VN5 electric van completes final testing phase LEVC’s new range-extended electric van - VN5 has completed its final testing phase and will start production in Q4.

Prototypes of the vehicle, built on the same production line as the TX, have spent the last 32 months undergoing a strict development and homologation programme including hot and cold climate testing, durability and crash testing.

In total the vehicles have completed equivalent of 850,000 kilometres of testing, ensuring the VN5 will more than live up to the task of daily use.

During development, VN5 has undergone a raft of tests including ‘extreme event and abuse’, which places huge demands on the powertrain, suspension and brakes, with rapid deceleration over potholes, multiple kerb strikes as well as wading through waist deep water. This phase has also made sure that VN5’s classleading manoeuvrability, with a city-friendly turning circle of just 10.1m, stands up to the test.

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Engineers have also carried out ‘general durability’ testing, designed to replicate a lifetime of usage, as well as climatic chamber testing, simulating the effect hostile temperatures and weather can have on vehicle functions and materials.

Dynamic ride and handling testing using various loads has also taken VN5’s braking, acceleration and cornering ability to the limit and beyond.

VN5 delivers a total flexible range

of more than 300 miles (489 km) with ultra-low emissions of just 21 g/km CO2 on the combined WLTP1 cycle. This cycle delivers a pure electric zero emissions range of 61 miles (98 km) and green driving could ​achieve a 76-mile (122 km) range in pure EV mode, according to WLTP city methodology.

With up to 5.5m3 capacity, VN5 cargo capacity easily accommodates two Euro sized pallets with a gross payload of

DRIVING THE SWITCH TO CLEANER COMMERCIAL FLEETS | www.greenfleet.net/commercial

up to 830kg. It has been built with a large side-loading door (enabling a pallet to be sideloaded) and a 60/40 split door at the rear to make loading and unloading easy for the driver.

Available to order now, first VN5 deliveries commence in RHD form in Q4, with LHD models available from March 2021.

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Counter terror advice for commercial vehicle operator

Commercial Vehicle News

SECURITY

Logistics UK’s Natalie Chapman Clean air zones are under review: A chance to improve air quality for good?

Natalie Chapman, head of urban policy, Logistics UK

The Department for Transport (DfT) has issued new guidance designed to prevent terrorists getting access to commercial vehicles, amid concerns over the rise in attacks where a commercial vehicle has been used.

In 2017, three of the five attacks which took place in London and Manchester used a vehicle as a weapon.

In the wake of these attacks, the DfT worked alongside security experts from Counter Terrorism Policing to create an industryspecific guidance document

to help transport businesses, operators, managers and drivers mitigate the threat of their vehicles being used in an attack.

The guidance covers all aspects of vehicle and site security, including a 10-point checklist for vehicle security for commercial drivers – which will help prevent crime and acts of terrorism, protect an organisation’s reputation and, ultimately, keep us all safer.

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HGVS

Volta Zero 16-tonne electric truck launched Volta Trucks has launched its new Volta Zero, reported to be the world’s first purposebuilt full-electric 16-tonne commercial vehicle designed specifically for inner-city parcel and freight distribution.

The Volta Zero will start trials with some of Europe’s largest parcel delivery and logistics companies in H1-2021. Orders have already been taken and are due to be delivered when production starts in 2022.

The Volta Zero will use 160 - 200 kWh of battery power and the Lithium Iron Phosphate battery will be highly modular, enabling Volta Trucks to adapt the vehicle to an operator’s specific requirements. The truck offers an electric range of 95 – 125 miles.

The Volta Zero will be the first road vehicle to use a sustainably sourced natural Flax material and biodegradable resin in the construction of exterior body panels, with the cab’s dark body panels and many interior trims constructed from the natural material.

At the end of their useful life, the Flax composite parts can be burnt within the standard waste

management system and used for thermal energy recovery, unlike alternative composite materials that are usually sent to landfill.

The Volta Zero has been designed to optimise its load-carrying capacity, thus minimising the number of vehicles on an operator’s fleet, and the consequent congestion on city streets. The principle is that thanks to its overall design, the Volta Zero can operate in narrow city streets and undertake the role that three or four 3.5-tonne vehicles would ordinarily do.

The Volta Zero offers a payload of 8,600kgs, with an overall volume of 37.7m 3 and is designed to accommodate 16 Euro pallets. A refrigerated cargo box will also be available, without reducing overall volume as a result of the vehicle design. Volta Trucks is integrating the use of the vehicle’s battery for the cooling and refrigeration unit of the cargo box that’s normally dieselpowered, thus further reducing CO2 or particulate emissions from commercial vehicle operations.

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Air pollution has declined significantly during the COVID19 pandemic, leading some local authorities to evaluate whether Clean Air Zones (CAZs) are a necessary requirement in the long-term fight against poor air quality. This is now the position of many city councils, including Bristol and Leeds, which have begun to explore alternative measures.

At Logistics UK, we have long been warning national and local governments of the shortfalls of CAZs, both in achieving and maintaining decreased pollution levels and their impact on logistics businesses operating in urban environments. The review of CAZs in many cities has been welcome news for our members and we are pleased that many urban administrations are taking this opportunity to pause and assess whether these schemes truly are the most effective way to maintain decreased levels of pollution in the long-term. However, as COVID-19 is a respiratory illness, the need for clean air is more important than ever; whatever solution is reached in the long term, we must get it right.

In the view of Logistics UK, CAZs were never the best approach to take to improve the air that we all breathe. We believe that CAZs will not provide any lasting benefit to air quality, as the Euro VI/6 vehicles required to enter a zone without charge will come into fleets of their own accord, as part of the natural fleet replacement cycle. Euro VI has been mandatory in all new trucks since 2014 and by the end of 2022, Logistics UK estimates that almost 80 per cent of the UK truck fleet will already be Euro VI, rendering these schemes redundant. In the short term, they would be a punitive tax on those tasked with keeping our cities stocked with the goods and services they need to function.

Furthermore, many logistics businesses are facing a tough and uncertain future as the economic fallout of the pandemic bites. These schemes hit hardest those who can least afford to upgrade their fleets, such as small businesses, operators of specialist vehicles, and those servicing parts of the economy which continue to struggle due to the pandemic including events, hospitality and aviation. Logistics UK’s Logistics Performance Tracker results show that many businesses are finding cash flow challenging and as a result and therefore do not have the funding nor the resources to undertake the necessary vehicle upgrades, or alternatively, bear the charges of non-compliance currently.

We hope to continue to work with national and local governments to develop air quality measures that deliver long-term results without penalising the recovering logistics sector, such as incentivising the uptake of alternatively fuelled and electric commercial vehicles and allowing the retiming of deliveries.

FURTHER INFORMATION For more information about Logistics UK and its work, including its research into the impacts of COVID-19 on the supply chain, please visit www.logistics.org.uk

September 2020 | COMMERCIAL GREENFLEET

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Event Review

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Commercial GREENFLEET Commercial GREENFLEET took place digitally on 23 September, with the aim of exploring the options for eliminating van and truck emissions ahead of 2050 Sponsored by van manufacturers Maxus, Commercial GREENFLEET was hosted by LowCVP’s managing director Andy Eastlake, who opened the event with praise for the van and lorry fleets that have kept the UK functioning during the pandemic.

Michael Mansbridge from the Office for Low Emission Vehicles (OLEV) kicked off the presentations with an overview of the government’s strategy for zero emission vehicles. He highlighted that the UK is making good progress, with 240,000 vehicles funded with the plug-in grant. Acknowledging that the van market is in an earlier stage, he said that 10,000 vans have been purchased using the plug-in grant, and that there are over 20 van models that are eligible, signalling that the market is developing.

The issue with HGVs however is more complex. “Due to their size, they need larger batteries, which makes them heavier and has an impact on price, payload and range,” explains Michael, adding however that a number of manufacturers are announcing plans for zero emission trucks.

Rhona Munck from Transport for London spoke about the Mayor of London’s vision for a zero carbon city by 2050, and the transport measures put in place to make this happen, such the capital’s Electric Vehicle Infrastructure Project. The city has an aim for 300 rapid chargers by the end of 2020, and has so far achieved 260.

Logistics Natalie Chapman from Logistics UK (formerly the Freight Transport Association) pointed out that targets to achieve net zero by 2050 gives a clear end goal, but the challenge is identifying the necessary steps to make this possible. “We need a clear pathway for HGVs,” commented Natalie. “We need to finalise the ultra-low truck definition, and an ultra-low emission fuel definition is also needed.” This, Natalie explains, will help manufacturers and fleet operators concentrate their efforts on the right solution.

In the meantime, large goods vehicles need to concentrate on the vehicle efficiencies available now. Having a large payload is one way of reducing emissions, as it means less journeys taking place.

zero tailpipe emissions, greater range and faster refuelling - addressing many of the issues faced by electric vehicle drivers. The hydrogen refuelling infrastructure however is very limited at the moment, as well as the choice of hydrogen fuelled vehicles.

Marcus Helliwell, sourcing developer at IKEA is responsible for sourcing all suppliers who provide a service to IKEA customers, placing sustainability at the heart of procurement. Marcus spoke about IKEA’s aim to transition to a zero-emission delivery fleet by 2025, and how the company is taking a staggered approach to EV adoption.

Event sponsor Mike Haran from Maxus UK, formerly LDV, spoke about the company’s newest electric van, the e DELIVER 3, which is the company’s first van that will not offer a diesel engine alternative.

The van has a range of up to 198 miles (NEDC) or 150 miles (WLTP) on a single charge of the 52.5kWh battery. The van comes in three variants with two wheelbase options.

Hydrogen for zero emissions Hydrogen is being touted as the zero emission solution for long haul heavy trucks. The fuel has seen increased attention in the last few months, with the establishment of Charging infrastructure the UK Strategy Now campaign – which Taking on the subject of the electric vehicle comprises over 60 cross-party MPs and charging infrastructure, Sam Clarke gave an peers, as well as more than 50 UK and update on the UK’s first electric only European businesses who are driving forecourt GRIDSERVE, of which forward the hydrogen agenda. he is chief vehicle officer.

Anthony Green from the Targets Sam brings years National Grid spoke to achie of experience with about the advantages of net zer ve him to the role, E hydrogen, which include

2050 g o by clear en ives a d the cha goal, but identify llenge is ing to mak the steps et possiblehis

September 2020 | COMMERCIAL GREENFLEET

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DRIVING THE SWITCH TO CLEANER COMMERCIAL FLEETS | www.greenfleet.net/commercial

 having established last mile logistics company Gnewt Cargo in 2009.

Sam highlighted that while the current 2,000 rapid charging locations may be ok for the amount of electric vehicles on the road now, it is not good enough in the future. When it comes to ultra rapid chargers, there are only 40 locations (excluding Tesla) and those ones are oversubscribed.

Perhaps due to inexperience when chargers where installed, many of the charging locations are unsuitable, with Sam pointing out one occasion where he had to park in a flower bed in order to access a charge point.

As a solution to this, electric forecourt GRIDSERVE will be opening soon in Braintree, Essex, and the company has over 100 more sites in the pipeline.

The forecourt allows for thirty electric vehicles to be charged simultaneously with high power chargers that can deliver up to 350kW of charging power, enabling people to add 200 miles of range in just 20 minutes.

Event sponsor Dean Hedger, new business development manager at The AA, covered electric vehicles from a breakdown and maintenance point of view. Dean highlighted that while less than one per cent of breakdowns is from an electric vehicle, as the market grows, this will increase.

A perceived lack of EV engineers could be a reason for fleets not investing in electric, and so Dean explained how the AA is addressing this problem by upskilling all its engineers so they can deal with EVs.

Event Review

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Anthony Green from the National Grid spoke about the advantages of hydrogen, which include zero tailpipe emissions, greater range and faster refuelling addressing many of the issues faced by electric vehicle drivers The AA is also providing support for charge point operators, such as SWARCO, resolving faults at the end of the phone.

The AA is also exploring a field-based technician option to maintain the country’s growing EV infrastructure.

Using what’s viable now Picking up on the point Natalie Chapman raised about how HGV fleets need to do what they can now while the zero emission alternatives are not there, Graham Thomas from Ocado spoke about his experience of using natural gas trucks, calling it “the only viable alternative fuel available now”.

The environmental benefits of switching to natural gas include 99 per cent fewer particulate emissions and 70 per cent less nitrogen oxide than the latest diesel standard. Natural gaspowered vehicles are also, on average, 10db quieter than diesel vehicles.

Ocado has 46 CNG trucks, which will raise to 60 by the end of the year. In January 2019, Ocado became the first UK retailer to self-fund the purchase of an onsite grid-connected gas refuelling station.

The event had digital breakout sessions, where delegates could network and put forward questions to consultant experts, including Alun Davies from ElectrAssure; Owain Pearce from Oxford Direct Services, Brian Robinson from LowCVP, and Matthew Hunt from GasRec. Simon Penny-Smith from Forktruck Solutions meanwhile was on hand to discuss the company’s range of environmentally friendly lithium powered forklift trucks, warehouse equipment and utility vehicles. L FURTHER INFORMATION To watch the video of the event, visit www.commercial.greenfleet.net

September 2020 | COMMERCIAL GREENFLEET

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Electric Trucks

Electric trucks: an increasingly compelling option Heavy commercial vehicle manufacturer, Scania, has launched its first electric truck range, with both full electric and plug-in hybrid variants. The company explains why it is taking the electrific route Transport buyers, cities and consumers are having a strong pull effect on the shift of the heavy transport industry to sustainable transport solutions, particularly electrification. This is creating a positive upside on revenues at the same time as technological advances make the cost of operations much more favourable. It all adds up to the fact that electrification is a solution whose time has come.

distribution trucks will be comparable with There are several different technologies that vehicles powered by fossil fuels. Batteries will enable the world to decarbonise the will become less expensive, and their service transport system and help Scania meet its own life will grow. This paves the way not only science-based climate targets. Electrification for electrified distribution trucks but will, without question, play a crucial part also, in few years’ time, for longin achieving decarbonisation. distance electrified operations.

In the mid-term, Scania However, it’s not expects that the total Off-pea just about the vehicles. cost of ownership of deliveri k e Electrification can only battery-powered heavy s b y a Scani take off if Scania works a h y bridelectric together with its customers and partners 30 per truck were c e n on the infrastructure t q u than th side and energy supply. e equiv icker daytime al It will then be possible transpoent to get electric trucks rt route running on renewable energy out on the roads.

Additionally public investments in charging infrastructure and development of the energy grid is required.

Shifting cost split Purchasing a new truck always represents a significant investment and electric trucks are currently more expensive than conventional vehicles. But it’s also important to note that the heavy transport industry’s true measure of value comes from total cost of ownership and operation, and this is where the electric truck proves its worth. No more dealing with high (and ever-fluctuating) fuel bills. And the electric truck customer is able to benefit from the full Scania offer, including financing, service and maintenance, and driver service and assistance packages, like any other truck buyer.

As the technology develops to produce lighter, smaller, more energy-intensive models, the cost of electric-power batteries has and will continue to decrease significantly.

Charging is also part of the customer offer that Scania, with partners, can provide to electric truck owners, to optimise the vehicle for current and future operational needs. Overall, there’s a trend towards a positive cost split for electric trucks, which is good news for fleet owners.

Competitive advantages of electric vehicles Public policy is having a big impact on the viability of electric vehicles. A number of major

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Electric Trucks

In 300kWh format, a range of up to 155 miles can be achieved on a single charge.

The batteries can be charged by 130 kW DC using a Combined Charging System (CCS) connector. The charging time from zero to 80 per cent is approximately 40 minutes for the five-battery option and approximately 65 minutes for the ninebattery option. In addition, the batteries are continuously charged in motion through regenerative braking energy.

Plug-in hybrid truck Scania’s plug-in hybrid truck, also available in L- and P-series rigid format, has an electric range of 37 miles, but as it has a combustion engine, it can travel for longer.

The plug-in hybrid is equipped with three batteries for an installed capacity of 90 kWh for its 115 kW electric motor.

The charging time from zero to 80 per cent is approximately 35 minutes. In addition to charging via regenerative braking energy, battery power can also be topped up during loading and unloading. The electric powertrain is combined with combustion engine options ranging from 280–360 horsepower.

cities around the world have signalled they will gradually phase out diesel vehicles from their streets. In fact, there are presently no fewer than 274 low-emission zones in 11 European countries that restrict access to polluting vehicles in cities, provinces and regions.

Such initiatives give non-fossil-fuel vehicles, especially electric vehicles, the competitive advantage of full access to city centres, something which Scania’s new electric truck is poised to exploit.

A further competitive advantage comes from electric engines’ potential for use in night-time or ‘off-peak’ distribution, using Scania’s battery electric and hybrid trucks.

Many cities restrict deliveries overnight due to concerns over noise and emissions. The City of Stockholm, for instance, prohibits all heavy truck traffic between 10:00 pm and 6:00 am.

However, in 2019, a trial in Stockholm by transport company HAVI, McDonald’s, the Royal Institute of Technology and Scania found that, on average, zero-emission offpeak deliveries by a Scania hybrid-electric truck were 30 per cent quicker than the average for the equivalent daytime transport route. And these night-time deliveries were an average 38 per cent quicker than daytime deliveries made during the narrower timespan of 7:00 am to 12:00 noon.

Less driving time, less queuing, better parking availability and of course no emissions when a truck is switched to electric mode all make a persuasive case for electric propulsion. Distributors and refuse collection departments are taking a great interest.

Better air quality The low or zero-emission transports that are a hallmark of hybrid-electric and full-electric vehicles are good news for air quality, too.

The night-time trial with the two Scania

trucks also showed a clear reduction in nitrogen oxide (NOx) particle levels: these NOx particles are a major contributor to poor air quality and associated public health issues including respiratory diseases.

Also, the ability of electric vehicles to operate during the night is not only a good business opportunity; it would also likely reduce the number of accidents befalling delivery drivers, as well as damage to the trucks that can occur during busy daytime delivery slots.

Momentum is with the technology Ultimately, a combination of the above factors and the urgent environmental imperatives make the adoption of electric vehicles and the success of electric propulsion likely.

To make this happen, the TRATON Group, to which Scania belongs, is channelling its combined research and development budget into developing electric trucks and buses and will, by 2025, spend more than €1 billion in electro-mobility.

Scania’s launch of its new electric truck is, along with its plug-in hybrid electric truck, is further proof that this technology has the momentum to help change the heavy transport sector for good.

Scania’s electric truck The Scania fully electric trucks, available in L- and P-series rigid format, are offered with either a 165 or 300 kilowatt hour (kWh) battery pack to power its 230 kilowatt (kW) electric motor.

Five batteries are used for 165 kWh, with nine batteries employed for 300 kWh. With the combustion engine removed, one battery is placed in the former engine tunnel with the remaining four or eight batteries placed along the chassis side.

Multiple uses In addition to general cargo and temperaturecontrolled transport, e-trucks can be equipped with a wide range of bodywork, such as hooklifts, tippers, concrete mixers and refuse collectors, as well as secondary support vehicles for the emergency services.

In support of operators looking to be early adopters of electric technology, Scania (Great Britain) Limited will initially be creating a series of regional servicing hubs strategically located throughout the UK. As uptake increases, additional servicing points will be added in accordance with demand.

“We are convinced that progressive customers will be eager to lead the way into electrification by taking the initial steps to future-proof their fleets,” says Scania (Great Britain) Limited’s UK sales director, Vincente Connolly. “In major transport companies with large fleets, implementation gives them an early opportunity to gain experience in this area. Meanwhile, we know that large transport buyers are interested in reducing their carbon footprint.

“Both the plug-in and fully electric truck will be essential for operating in the growing number of urban areas around the world with low-emission city centre zones. They also provide opportunities for increased vehicle utilisation.

“With silent deliveries, transport services can be extended well into the night and early mornings, avoiding traffic congestion and parking difficulties. Studies show that offpeak deliveries can be more than 30 percent quicker than on equivalent daytime transport routes thanks to simpler parking at delivery points, less queuing, higher speeds and more frequent green lights at intersections,” adds Vincente Connolly. L FURTHER INFORMATION www.scania.com/uk

September 2020 | COMMERCIAL GREENFLEET

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Electric & Hydrogen Trucks

Daimler presents hydrogen and electric truck plans

Joint working The GenH2 Truck is based on the capabilities of the conventional Mercedes-Benz Actros long-haul truck with regard to tractive power, range, and performance. For example, the series-production version of the GenH2 Truck is to have a gross vehicle weight of 40 tons and a payload of 25 tons. Two special liquidhydrogen tanks and a particularly powerful fuel-cell system will make this high payload and long range possible, and therefore form the core of the GenH2 Truck concept.

In April this year, Daimler Truck AG concluded a preliminary, non-binding agreement with Daimler trucks has outlined its electrification strategy, including the Volvo Group to establish a new joint venture for the development to series maturity, plans for hydrogen and all electric long-haul trucks, at an online production and commercialisation of fuel-cell presentation on 16 September systems for use in heavy-duty commercial vehicles and other applications. preferred for lower cargo Joining forces will decrease Daimler Trucks premiered its hydrogen weights and for shorter development costs for both fuelled Mercedes-Benz GenH2 concept Thanks distances. Fuel-cell companies and accelerate truck at an online event on 16 to the power will tend to be the market introduction of September, as well as its electric powered use of l the preferred option fuel cell systems. The joint Mercedes-Benz eActros LongHaul. iquid instead for heavier loads and venture is to benefit from The hydrogen powered truck GenH2 has o the expertise of Daimler a range of up to 620 miles on a single tank longer distances.” hydrog f gaseous Truck AG and the Volvo of hydrogen and is due to begin customer “Our customers vehicle’s en, the Group. To facilitate the trials in 2023, with series production due make rational perform is expec a joint venture with the Volvo to start in the second half of the decade. purchasing decisions n c e Group, Daimler Truck AG has Thanks to the use of liquid instead and are unwilling equal t ted to be o a dies brought together all Groupof gaseous hydrogen with its to compromise on el wide fuel-cell activities in the higher energy density, the vehicle’s their trucks’ suitability truck newly founded subsidiary Daimler performance is expected to be equal for everyday use, Truck Fuel Cell GmbH & Co. KG. that of a comparable diesel truck. tonnage and range. With our alternative drive concepts The electric Mercedes-Benz eActros from Mercedes-Benz – the GenH2 Truck, the Higher energy density LongHaul will have a range of 310 miles, eActros LongHaul and the eActros – and our Daimler Trucks prefers to use liquid hydrogen and is due for series production in 2024. electric trucks of the Freightliner and FUSO (LH2), because in this state, the energy carrier Daimler Trucks’ ePowertrain will be brands, we have a clear focus on customer has a far higher energy density in relation to the technological basis of all medium requirements and are creating genuine volume than gaseous hydrogen. As a result, and heavy-duty environmentally trucks locally CO2-neutral alternatives for them. the tanks of a fuel-cell truck using liquid the company makes – whether powered “We have now set out the key technological hydrogen are much smaller and, due to the purely by batteries or by hydrogen-based specifications of our electric trucks so that lower pressure, significantly lighter. fuel cells. It will feature high levels of the requirements are known to everyone This gives the trucks a larger cargo space performance, efficiency and durability. involved at an early stage. It is now up to and higher payload weight. At the same Martin Daum, chairman of the board of policymakers, other players and society as time, more hydrogen can be carried, which management of Daimler Truck AG said: “We a whole to provide the right framework significantly increases the trucks’ range. are consistently pursuing our vision of CO2conditions. To make CO2-neutral allThis makes the series GenH2 Truck, like neutral transport with a focus on the genuinely electric vehicles competitive, regulatory conventional diesel trucks, suitable for multilocally CO2-neutral technologies battery power and government action is needed, day, difficult to plan long-haul transport and and hydrogen-based fuel cells, which have the including the necessary infrastructure for where the daily energy throughput is high. potential to succeed in the market in the long charging with green electricity and for the Daimler Trucks is currently pressing ahead term. This combination enables us to offer our production, storage and transport of green with the development of the necessary tankcustomers the best vehicle options, depending liquid hydrogen,” Daum continued. system technologies to make liquid hydrogen on the application. Battery power will be

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Interaction between battery and fuel-cell systems The two stainless-steel liquid-hydrogen tanks intended for the series version of the GenH2 Truck will have a particularly high storage capacity of 80 kilograms (40 kg each) for covering long distances. The stainless-steel tank system consists of two tubes, one within the other, that are connected to each other and vacuum-insulated. In the series version of the GenH2 Truck, the fuel-cell system is to supply 2 x150 kilowatts and the battery is to provide an additional 400 kW temporarily. At 70 kWh, the storage capacity of the battery is relatively low, as it is not intended to meet energy needs, but mainly to be switched on to provide situational power support for the fuel cell, for example during peak loads while accelerating or while driving uphill fully loaded.

At the same time, the relatively light battery allows a higher payload. It is to be recharged in series-production vehicles with braking energy and excess fuel-cell energy. A core element of the sophisticated operating strategy of the fuel-cell and battery system is a cooling and heating system that keeps all components at the ideal operating temperature, thus ensuring maximum durability.

In a pre-series version, the two electric motors are designed for a total of 2 x 230 kW continuous power and 2 x 330 kW maximum power. Torque is 2 x 1577 Nm and 2 x 2071 Nm respectively.

Electric truck offers advantages depending on use case The Mercedes-Benz eActros LongHaul batterypowered truck will be in the same vehicle class as the GenH2 truck. Its features will be largely identical to those of the series-produced GenH2 Truck or a conventional diesel truck.

The comparatively short range of the eActros LongHaul on one battery charge is offset by its high energy efficiency, as battery electric drive has the highest efficiency among alternative drive systems. This offers transport companies significant advantages in the application scenarios envisaged for the eActros LongHaul due to its low energy costs.

Many of the long-haul applications in the practical operations of transport companies do not require a range greater than the approximately 310 miles that the eActros LongHaul will be able to cover on one charge.

In addition, legal requirements regarding truck drivers’ driving times limit the need for longer ranges, depending on the case. In the EU, for example, truck drivers have to take a break of at least 45 minutes at the latest after 4.5 hours of driving. During this time, thanks to the latest charging technology, the battery can be charged with a large proportion of the energy needed for the ongoing journey. The eActros LongHaul will therefore be the right choice for transport companies for regular use

on plannable routes and with the appropriate distances and charging possibilities.

Charging infrastructure can be available relatively soon With its market launch in the middle of the decade, the eActros LongHaul will be available some time before the GenH2 Truck.

The required infrastructure can also be set up sooner – and at comparatively low cost – by the transport companies themselves for charging at their depots. This so-called depot charging is the most important step for the use of the eActros LongHaul, and means that the first areas of application can already be covered.

Another key component is opportunity charging for range extension, for example, while unloading or loading when the electric truck is anyway stationary.

In the future, public charging at publicly accessible stations along main transport routes will also become increasingly important – a nationwide charging infrastructure will maximise the operating range of batteryelectric trucks. New, more durable batteries will also contribute to the competitiveness of battery-electric trucks, reducing total cost of ownership over a vehicle’s lifecycle.

Consulting service At the International Commercial Vehicles Show in 2016, Daimler Trucks was the first manufacturer worldwide to present a heavyduty electric truck. In early 2018, Daimler Trucks celebrated the world premiere of the further developed Mercedes-Benz eActros, and intensive practical tests have been taking place with customers since the fall of 2018. Since then, findings from customer testing have flowed directly into the further development of the prototype into a seriesproduction vehicle. So far, they have shown that the purely battery-electric eActros is outstandingly suited for sustainable heavyduty distribution transport. It is in no way inferior to a conventional diesel truck in terms of availability and performance. However, the series-production eActros will be significantly superior to the current prototype in some aspects, such as range, drive power and safely.

The series-production eActros will be on a par with a conventional Actros also in terms of payload. The eActros will be launched as a two-axle and three-axle truck. Daimler Trucks will embed the vehicle in a holistic ecosystem that includes consulting services for electric mobility, such as analysing routes, checking possible subsidies, supporting operational fleet integration and developing suitable charging-infrastructure solutions.

Extensive practical expertise in electric vehicles The first practical operation of the MercedesBenz eEconic low-floor truck, which is based on the eActros and was announced by Daimler Trucks this year, is planned for 2021 and series production is scheduled to start in 2022.

The eEconic will mainly be used as a waste-collection vehicle in urban wastemanagement applications. This is a very good choice for battery-powered trucks due to the comparatively short and firmly planned routes

of up to about 100 kilometers and a very high proportion of stop-and-go operation.

In the United States, the medium-duty Freightliner eM2 and the heavy-duty Freightliner eCascadia are also currently undergoing practical tests with customers.

The vehicles have a target range for series production of up to 370 km (eM2) and up to 400 km (eCascadia). Series production of the eCascadia is scheduled to start in mid-2022 and of the Freightliner eM2 in late 2022. A small series of more than 170 FUSO eCanter light-duty trucks are in use in with numerous customers in Japan, the United States and Europe; the first of them were handed over to customers already in 2017. The eCanter offers a range of 100 km.

At Daimler Buses, the Mercedes-Benz eCitaro has been in series production since the fall of 2018. It will be followed in 2022 by the version with fuel cells as a range extender. With nearly 400 vehicles in use with customers, Daimler Trucks & Buses has gained comprehensive, practice-oriented expertise with electric vehicles, and has recorded a total of well over seven million kilometers driven by battery-electric test and series-produced trucks and buses with customers worldwide.

Electric & Hydrogen Trucks

usable also in mobile applications as an energy source for series-produced fuel-cell trucks. The storage of cryogenic liquid hydrogen at -253 degrees Celsius is already common practice in stationary applications, for example in industry or at hydrogen filling stations. This also applies to the transport of liquid hydrogen as cargo.

Daimler Trucks’ consulting approach reflects new drivesystem complexity In the coming years, truck customers will face the challenge of choosing the drive technology that is best for them – depending on the industry, segment and specific application.

The goal of Daimler Trucks’ consultants is to meet this gradually increasing complexity with tailored offers at the right time. They will accompany customers every step of the way and work together to develop suitable solutions for entry into electric mobility.

The core of Daimler Trucks’ consulting approach to the electrification of truck fleets is that the aspects of vehicle range and charging infrastructure are treated as a single entity. The experts at Daimler Trucks therefore also look in detail at how the charging infrastructure and charging processes themselves can be optimised.

With its approach to the electric-mobility ecosystem, Daimler Trucks is pursuing a holistic and global method that focuses on individual customer needs. The manufacturer is cooperating with specialised partners in all relevant sectors to offer customers access to the required components.

At the beginning of the year, Daimler Trucks took an additional step by launching a worldwide initiative to establish a charging infrastructure for battery-electric trucks. Within the framework of the eTruck Charging Initiative, Daimler Trucks is bringing together the main players – electric-truck customers, power-grid operators and energy suppliers, as well as charging-hardware manufacturers and charging-software providers – and is thus driving forward joint infrastructure solutions for electrictruck customers within the network. L FURTHER INFORMATION www.daimler.com

September 2020 | COMMERCIAL GREENFLEET

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