Are electric heavy-duty trucks viable in real-world operations?
Investing in BremenUsing electric heavy-duty trucks economically
Electric trucks are expected to account for around half of all newly sold commercial vehicles by 2030. But are they already economically viable in heavy-duty applications today?
Yes – provided companies generate their own electricity, have well-developed charging infrastructure, optimize their usage profiles, and have customers willing to pay for climate-neutral transport. Two real-world examples and a research project from Bremen illustrate how this can work.
Table of contents
- What are electric heavy-duty trucks?
- What battery-powered heavy-duty electric trucks are available?
- How are electric heavy-duty trucks charged?
- Will electric trucks become widespread?
- Are electric trucks economically viable in heavy-duty transport?
- Is the range sufficient for everyday operations?
- Are there digital tools for route planning?
- Are there real-world examples?
- Do electric trucks help mitigate climate change?
- Will electric trucks remain expensive?
- What regulatory framework applies?
- What does research say about economic viability?
- Are there any results yet?
What are electric heavy-duty trucks?
Electric trucks are commercial vehicles powered by electricity, supplied via batteries, fuel cells, or overhead lines. There is no universally accepted definition of “heavy-duty,” but in vehicle classification, trucks with a gross vehicle weight of 12 tonnes or more (EU class N3) are typically considered heavy-duty.
Below this threshold are light commercial vehicles such as vans and smaller trucks, where electrification is already widespread. In contrast, electric trucks are still relatively rare in heavy-duty transport. Battery-electric vehicles make up the vast majority of electric trucks, while hydrogen-powered and overhead-line trucks remain niche solutions.
What battery-powered heavy-duty electric trucks are available?
Major manufacturers such as Traton (VW, Scania, MAN), Daimler Truck, and Iveco already offer a range of models covering short-haul to long-haul transport, including full-size tractor-trailers (up to 40 tonnes). The product range continues to expand.
There are also numerous smaller manufacturers and new entrants from the US and Asia (e.g. Tesla, BYD). Vehicle range has improved with each generation and currently lies between 200 and 400 km, with the latest models exceeding 500 km.
Studies estimate average energy consumption at roughly one kilowatt-hour per kilometre. In terms of energy efficiency, battery-electric trucks can be up to 60% more efficient than diesel trucks.
How are electric heavy-duty trucks charged?
Public charging infrastructure (e.g. charging hubs or service stations) typically offers charging capacities between 50 kW and 300 kW. A full charge can take anywhere from two to eight hours, depending on battery size and charging capacity.
Many companies also install their own charging stations on-site to reduce dependence on public infrastructure and to use self-generated electricity, for example from photovoltaic systems.
A newer development is the Megawatt Charging System (MCS), which enables charging capacities well above 3 MW. Initial vehicles and charging stations with capacities exceeding 1 MW already exist, though large-scale adoption is still limited – for now.
Will electric trucks become widespread?
According to a PwC study, 20% of all buses and trucks worldwide are expected to be electric by 2030, rising to 90% by 2040.
For Germany, projections are even more ambitious: by 2030, 48% of all heavy-duty commercial vehicles are expected to be battery-electric, according to NOW GmbH, commissioned by the Federal Ministry for Digital and Transport.
Are electric trucks economically viable in heavy-duty transport?
That depends on the specific operating conditions – such as use case, infrastructure, subsidies, and both operating and capital costs. The key factors interact as follows:
Use case: Electric trucks are limited by both range (battery capacity) and charging time. Fleet deployment therefore needs to be aligned with technical capabilities. Key questions include: short-haul or long-haul? What does the daily duty cycle look like? Are there charging opportunities at depots or destinations?
Electricity price: Self-generated electricity – especially from PV systems – offers the greatest cost-saving potential. Ideally, it is stored in buffer batteries so that trucks can charge according to their operational schedules (e.g. overnight). Industrial electricity tariffs also matter. A policy brief by the German Aerospace Center suggests that electricity prices need to be around €0.21 – 0.25 per kWh for electric trucks to be cheaper than diesel.
Infrastructure: Charging infrastructure directly impacts economic viability. Is there a charging hub nearby? Can on-site chargers be installed? What charging capacity is available? A 50 kW charger limits charging to overnight, whereas 250 kW+ fast chargers enable opportunity charging during breaks or loading operations – extending both range and operational time.
Subsidies: Germany’s “KsNI” funding program (Funding Program for Climate-Friendly Commercial Vehicles and Infrastructure) supported the purchase of electric trucks, charging infrastructure, and feasibility studies until early 2025. Since then, no federal funding has been available, though some regional programs still exist (e.g. in Baden-Wuerttemberg, Nort Rhine-Westphalia, and Bavaria).
Operating and capital costs: Electric trucks still cost two to three times more upfront than diesel vehicles. However, they benefit from lower maintenance costs, possible toll exemptions, tax incentives, and greenhouse gas (GHG) quota credits.
All of these factors are typically evaluated through a Total Cost of Ownership (TCO) analysis before investment decisions are made. In addition, “soft factors” may also play a role – for example, reputational benefits or customer demand for climate-neutral transport.
Is the range sufficient for everyday operations?
Yes – depending on the use case. Modern vehicles offer ranges well above 500 km. Moreover, opportunity charging is possible depending on infrastructure availability.
After 4.5 hours of driving, a mandatory 45-minute break is required anyway, during which over 100 km of range can be recharged.
Are there digital tools for route planning?
Yes. Numerous software providers offer route planning tools tailored to electric trucks. In addition, independent research institutions provide tools and consulting services (see below).
Are there real-world examples?
In Bremen, logistics companies such as Hellmann Worldwide Logistics and Heinrich Langhorst are already using electric trucks – with both positive experiences and practical challenges.
The freight forwarder operates 150 tractor trailers and 300 trailers in container logistics and warehousing across national and international routes. The company places strong emphasis on emissions reduction, using 100% renewable electricity, hybrid and electric company cars, and a 99 kWp rooftop PV system.
However, this was not enough: “We systematically reviewed our truck fleet and have been leasing a total of eight electric Volvo tractor trailers for the past two years.” The vehicles have proven themselves in practice and are popular with drivers due to their strong pulling power. They are currently used in regional transport within the “wet triangle” between Bremen, Hamburg, and Bremerhaven, as their real-world range of around 250 km (nominally 280 km) is still insufficient for long-haul operations. “We are hoping for the next generation with a range of 500 km, which would allow us to operate throughout the day and charge overnight.”
As an early adopter, the company is aware that significant optimization is still needed. From a purely cost perspective, several challenges remain:
- Limited charging infrastructure at destinations restricts route efficiency
- High external charging costs (> €0.35/kWh)
- High acquisition or leasing costs
Despite this, the company considers the business case viable – thanks to earlier federal funding and joint ventures with customers willing to pay a premium for climate-neutral transport. Charging infrastructure itself is also a major cost factor: a 300 kW charging station with buffer battery can cost up to €500,000. Grid connection capacity is another bottleneck, often capped at around 280 kW. “We will continue because we believe electric trucks will prevail. But we need the right infrastructure – especially in the wet triangle. It will take at least another five years.”
At Hellmann Worldwide Logistics’ Bremen site, part of the Osnabrück-based logistics group, several of the company’s electric trucks are now in regular operation, including two 40-tonne and four 16-tonne battery-electric vehicles. Two of these trucks are permanently based in Bremen.
Markus Feneberg, Branch Manager in Bremen, is enthusiastic about their performance: “The first vehicle performed so well in day-to-day operations that we decided to deploy a second one, which will now be permanently based at this site.”
Both trucks operate within the Lower Weser region, serving routes towards Brake and Cuxhaven and covering between 350 and 400 kilometres per day. In addition, Hellmann has successfully been running two electric 40-tonne trucks for over a year on a shuttle route to its headquarters in Osnabrück. The company is also part of the NG.network initiative, which is establishing a “green corridor” for battery-electric trucks from southern to northern Germany, with the final stretch running between Göttingen and Bremen.
At the Bremen site, there are currently four 300 kW charging points and two additional 52 kW stations. “We charge our 16-tonne trucks overnight at the smaller stations, while keeping the high-capacity chargers available for fast charging. Using those, we can charge a tractor unit from 40 to 80 percent in 40 to 60 minutes. That aligns well with drivers’ mandatory break times,” Feneberg explains.
For Hellmann, electrification of its truck fleet is a key building block on the path to climate neutrality. The charging infrastructure is powered by a rooftop photovoltaic system. At this stage, the company’s primary focus is on gaining further operational experience. Feneberg still sees the currently high investment costs as a barrier to long-term cost efficiency: “At this early stage, funding programmes are an important complement in making a viable business case.”
Another potential lever for reducing costs, he adds, is sharing charging infrastructure with other companies. There have already been inquiries from businesses in Bremen’s freight village interested in using Hellmann’s charging stations. While the company is open to this approach, Feneberg points out that significant regulatory hurdles remain –particularly when it comes to reselling electricity without having to become a fully licensed energy provider: “Our goal is a pragmatic, cooperative approach. We would welcome a straightforward solution for this.”
Do electric trucks help mitigate climate change?
Yes. Trucks account for roughly a quarter of transport-sector emissions, which itself contributes about 15% of global greenhouse gas emissions. If powered by renewable electricity, electric trucks can significantly reduce CO₂ emissions.
Will electric trucks remain expensive?
For now, yes. Prices are gradually decreasing, but from a high baseline. At the same time, rapid technological progress (range, charging speed, energy management) keeps prices relatively high as long as market penetration remains limited. For context: in 2025, electric trucks accounted for just 2.1% of new vehicle sales.
What regulatory framework applies?
The EU regulation (EU) 2024/1610 sets binding CO₂ fleet targets for manufacturers. From 2030 onwards, these targets have been tightened again compared to previous regulations and now require a 45% reduction relative to 2019 levels (2035: -65%, 2040: -90%). This effectively defines the pathway for manufacturers toward low-emission electric trucks.
For operators, electric trucks offer certain financial advantages. Since 2023, Germany’s truck toll has included a CO₂ component, adding a surcharge of €200 per tonne of CO₂ emitted. Zero-emission trucks are exempt from this surcharge until 2031.
In addition, the price of diesel already includes a carbon component, which is expected to rise significantly in the future under the EU Emissions Trading System (ETS II), replacing Germany’s current national system (nEHS) from 2027 onwards. The exact price level cannot yet be predicted.
Battery-electric heavy-duty trucks are also permitted a higher gross vehicle weight of an additional two tonnes in order to compensate for the extra weight of the batteries.
What does research say about economic viability?
The public research project Transportation in Charge, led by the Fraunhofer IFAM in Bremen, examines how the transition to electric trucking can be implemented. Data from 310 electric trucks across 14 sites is being analysed, taking into account infrastructure, routes, operating and capital costs, and different energy price scenarios. The goal is to develop practical tools for fleet transformation, including:
- Technical feasibility assessments
- TCO tools for long-term economic analysis
- Guidelines for shared charging infrastructure
- Electricity demand maps for grid planning
Are there any results yet?
Although the project has not yet been completed, Sönke Stührmann, project lead at Fraunhofer IFAM, is already able to share some initial findings: “Depending on the logistics application and site conditions, the total cost of ownership of diesel and battery-electric trucks over their lifetime is now very similar – sometimes electric trucks are already cheaper.”
However, he notes that upfront investment costs remain high and continue to pose a barrier to entry. The use of self-generated electricity is one of the key levers for improving economic viability. “Limited public charging infrastructure and high grid utilisation are still slowing down deployment. But fundamentally, these challenges are solvable and already being addressed in practice.”
While many companies have begun transitioning their fleets, small and medium-sized enterprises often lack the capacity for comprehensive planning. “For SMEs in particular, it is challenging to maintain an overview of all the necessary steps. That is why we support companies throughout their transformation process – starting from their current technological position and developing tailored solutions together.”
The work continues in close collaboration with logistics companies, charging infrastructure providers, grid operators, municipalities, and real estate developers.
Contact:
Dipl.-Ing. Sönke Stührmann
Energy System Analysis
Telephone +49 421 2246-7016
Soenke.stuehrmann@ifam.fraunhofer.de
Sources:
- Marktentwicklung klimafreundlicher Technologien im schweren Straßengüterverkehr, NOW GmbH, 2024
- Real-world data analysis of battery electric trucks operating in Germany; Juliette Le Corguillé, Florian Hacker , Theresa Dolinga; 2025
- Electrifying last-mile delivery: Battery-electric delivery trucks will soon be cheaper to use than diesel trucks in Europe; June 15, 2022; Hussein Basma and Felipe Rodríguez (ICCT); Julia Hildermeier and Andreas Jahn (Regulatory Assistance Project)
- Wasserstoff und Batteriestrom als alternative Energieträger für den Schwerlastverkehr der Straße; Deutsches Zentrum für Luft- und Raumfahrt Institut für Verkehrsforschung Martin Winter, Klaus Jäkel, Gunnar Knitschky; 2025
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