eHighway Pilot Provides Solutions to the Challenges of HD Truck Electrification

Electrification is spreading throughout the vehicle industry but one sector remains elusive—heavy duty (HD) trucks. HD trucks, particularly those used to move freight, present significant barriers to the electrification trend. Guidehouse Research’s recent report, Electrifying HD Trucks for Long-Haul Freight, dives into these issues. A new pilot project in Germany has set out to tackle many of these challenges. Siemens, in conjunction with the Technical University of Darmstadt, ENTEGA AG, and Germany’s Federal Ministry of Environment, has unveiled the world’s latest eHighway on a 5 km (3.1 miles) section of the Autobahn outside of Frankfurt.

One of the primary challenges to HD truck electrification is the intersection of HD vehicle requirements and the current landscape of charging infrastructure. HD trucks lack the charging solutions required to fulfill public charging networks that also keep charging downtime to a minimum. An electrified road in Hesse, Germany is Siemens third and longest, eHighway pilot project. The first was a 2 km (1.24 miles) stretch in Sweden that opened in 2016, and the second opened a 1 mile stretch in California, US in 2017.

eHighways Solve Stop and Charge Problems

eHighways use overhead cables and pantographs to deliver electricity to power the truck's electric motor, similar to the technology used by trolleybuses and trains. eHighway projects enable plug-in hybrid trucks to charge battery packs and drive without using the vehicle’s internal combustion engine. In future applications, eHighways may provide a way for full electric trucks to charge on route to their destination rather than requiring a recharging pit stop.

eHighways tackle the difficulties of truck electrification on two fronts. First, they provide publicly available charging infrastructure. Second, they can help reduce the high upfront costs of electric trucks by reducing the required battery pack size for the range required. However, eHighways are still a significant investment and the potential costs and benefits need to be measured. eHighways require investments in many components beyond installation of wires over roadways. Other required investments include additional grid infrastructure like substations, passive infrastructure protection, pavement, and maintenance. These costs are on top of expensive additional vehicle components such as pantographs, energy storage, and control systems. Thus, costs are a major barrier to adoption.

In the past, Siemens estimated the California pilot cost roughly $13.5 million per mile. However, it seems costs may be falling as this most recent project cost the Federal Ministry of Environment roughly $16.4 million for 3.1 miles. Siemens has stated it would like to bring down the costs of an eHighway to be competitive with rail. Another barrier that remains is in the business model. Stakeholders need to evaluate these pilot projects and work to identify the responsible future parties to finance the infrastructure. They will also need to identify how fleets and vehicles track and pay for electricity.

Fuel Savings Can Offset Costs

There are several advantages to using eHighways. Siemens estimated that truck operators can save an estimated €20,000 ($22,551) per 100,000 km (62,137 miles) on fuel costs. If the economic benefits are realized, these fuel cost savings—coupled with the potential for reduced maintenance and emissions—make eHighways a potential solution for electrifying HD trucks in highly trafficked freight corridors.