"The electrification of heavy-duty traffic must be actively promoted"
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C OVER STORY Interv ie w
“The electrification of heavy-duty traffic must be actively promoted” Compared to the reference period from July 01, 2019 to June 30, 2020, the CO2 emissions from new heavy-duty trucks for the European market must be reduced by an fleet average of 15 % by 2025 and 30 % by 2030. Andrea Kollmorgen, Head of Connected eMobility at Siemens, explains in an interview with ATZheavyduty how electrification of the heavy-duty transport sector can be promoted in order to be able to achieve the ambitious targets set by the EU.
ATZheavyduty _ According to directives issued
by the European Union, CO2 emissions for heavy-duty trucks must be reduced. How can these directives be complied with?
_ In order to help reach the targets defined in the Paris climate agreement, the EU has prescribed CO2 emissions standards for new heavy-duty vehicles. Specifically, this means 15 % KOLLMORGEN
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lower CO2 emissions by 2025 and 30 % lower by 2030. Action is required immediately, so that the first milestone in less than five years can be reached. This means that the electrification of heavyduty traffic must be actively promoted. At the same time, the underlying charging infrastructure needs to be installed and expanded.
These directives have placed enormous pressure on truck manufacturers. Siemens sees the solution in fleet electrification. How can this be done?
There is no simple answer. Fleet electrification is oriented on individual requirements and a range of applications. This will most probably result in a future technological mix whereby different
Andrea Kollmorgen (born 1981) was born outside
drive concepts will exist in parallel. However, battery-electric drive technology has been attested with the most efficient use of energy. The reasons are the high levels of efficiency and the lack of conversion losses, the possibility to recuperate braking energy and the zero emissions during operation. From my point of view, electrification is not only technically possible for most use-cases, but also economically and ecologically sen sible. For example, battery-electric vehicles are already in use today in urban and peri-urban logistic traffic. The ranges achieved by charging overnight in the depot are already sufficient to cover their daily routes. When will we see battery-electric trucks running long-haul trips?
We will see an expansion toward long-haulage in the next few years. This will be made possible by higher installed battery capacity, among other factors. We see the solution here in a mutually beneficial interplay between a range of technologies. Electric trucks could charge their batteries via fast opportunity charging during the legally required driving breaks, either along the route in service areas or other charging parks. This can be combined with the slower overnight charging as previously described. We also foresee the use of overhead power for heavily frequented long-haul routes along highways. When ATZ heavyduty worldwide 03|2020
the vehicle is following a route with overhead catenary
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