From pilot project to everyday use: BEV trucks on their way to normality

Battery-electric trucks are a key pillar in the green transformation of road freight. But high acquisition costs, limited range per battery cycle, and an underdeveloped charging infrastructure still make the transition challenging. I spoke with Roland Löffler – an experienced consultant who has accompanied numerous e-truck projects – about the current status and challenges of this transformation.

How did you get involved with battery-electric trucks?

After 20 years of experience in sales and project management in the heavy-duty sector, I realized during my part-time studies in “Energy Innovation Management” that emission-free trucks offer a real opportunity to decarbonize freight transport. Since 2021, I have been dealing with the full range of questions around this topic and started my own consulting company at the end of 2021 – initially on a part-time basis.

How do you support your clients?

Essentially, I support clients from the initial planning and cost calculations to funding applications and project implementation. This includes both the topic of zero-emission trucks and the related infrastructure – such as charging stations, PV systems, and storage units. Internal and external reporting should also not be forgotten.

When did you support your first BEV truck implementation, and for whom?

The first projects were implemented back in 2022. They involved clients from the beverage industry, factory logistics, and the waste management sector. These clients were true pioneers in Austria. The good news is that all of these trucks have been operating better and more efficiently than initially expected.

How many trucks have you implemented so far?

I have been involved in projects with over 100 vehicles – both in Austria and abroad. A key driver of implementation has been the ENIN funding program, which has been launched several times in Austria.

Freight carriers naturally focus on total cost of ownership (TCO) when purchasing a new truck. How does the TCO of BEVs compare to diesel trucks?

Key factors for a valid TCO comparison include depreciation, electricity costs, tolls, and maintenance. If used properly – and especially with affordable electricity – e-trucks can already be operated economically.

Government incentives are another major factor in making BEVs viable. Various countries offer subsidies that help offset the still high investment costs for purchasing and operating these vehicles.

Have you had any projects where BEVs were acquired without subsidies?

Yes, there have been clients who purchased e-trucks without government support. However, most companies consider funding options an essential part of project implementation.

Do you get the impression that the industry is willing to absorb additional costs? What feedback have you received from your clients?

Willingness to bear additional costs depends heavily on the company and its management. I wouldn’t necessarily correlate it with company size or industry. If the extra cost is within reason, you can find businesses across many sectors that are willing to take action to position themselves as sustainable companies.

One crucial aspect of BEV usability is range. Currently, it’s often limited to 300–400 km per charge. What are the most common applications?

The share of regional transport with daily distances under 300 km is not to be underestimated – especially in Austria and Germany. Typical application areas include waste management, food logistics, and factory logistics.

I've also been involved in the implementation of crane trucks, tippers, and many other use cases.

Another key factor is the charging infrastructure. Is enough being done to expand BEV usability?

This is the classic chicken-and-egg dilemma: no demand without supply, and no supply without demand. To overcome this, OEMs have joined forces to build public charging networks. We’re seeing the European charging map, especially along major road corridors, become increasingly dense. Many BEV operators have also made significant investments in their own private charging infrastructure.

Looking ahead: how do you see the future of e-trucks? How will price and range develop?

The price and range of BEV trucks depend heavily on battery development.

In 2010, the battery price for BEVs (cars) was about $1,200 per kWh. Today it’s around $130. Experts expect this to fall below $100 in the coming years. Additionally, economies of scale should reduce costs further as volumes increase.

As for range: improving cell energy density is the key. With today’s technology, longer range would require larger and heavier batteries. It’s difficult to predict the future here – especially with so many battery technologies under development. But I’m optimistic that we’ll see progress in the coming years.

In summary, I’m convinced that in a few years no one will ask whether BEV trucks work – only why we didn’t start using them sooner.

Roland, thank you for the conversation!