EU Zero-Emission Heavy Trucks: Real-World Performance, Costs, and Policy Insights
Listener_935831
5
9-28David: So when we think about electric vehicles, we often picture cars or maybe small delivery vans. And the data backs that up. In Europe, one in ten new trucks under 12 tonnes sold in 2024 was zero-emission. But when you look at the big rigs, the heavy-duty sector... it's a completely different story.
Mia: It really is. In that same period, zero-emission trucks made up only about 1% of the heavy-duty market. It tells you that while using electric for that last-mile urban delivery is becoming mainstream, the big trucks for regional and long-haul routes are still basically in the pilot phase.
David: Right, which means there's a huge gap in our knowledge. We don't really know how they perform in the messy real world. We have this promise of green trucking, but the data is scarce. This new ICCT report, though, dives right into that, analyzing 91 of these heavy electric trucks. So, what did they actually find?
Mia: Well, this is where it gets really interesting. The report looked at their real-world performance and costs, and the results were pretty surprising.
David: The analysis of those 91 trucks turned up some striking numbers. Even though they had similar specs, their energy use varied. But the headline is this: on average, they used about 65% less energy than a comparable diesel truck. And maybe even more surprising, their real-world driving range was 11% to 19% higher than what the manufacturers advertised.
Mia: That's a huge deal. Getting more range than you were promised is the opposite of the range anxiety narrative we've heard for years. It fundamentally challenges the idea that these trucks can't handle real work.
David: Exactly. So, this 11-19% extra range is fascinating. What do you think is driving that? Are the manufacturers just being super conservative with their numbers, or are these fleets doing something special to get more out of the trucks?
Mia: You know, it's likely a combination of both. I think manufacturers are definitely cautious to manage customer expectations. But it also points to how these fleets are actually operating them. They're not just doing a one-to-one swap with a diesel truck. They're optimizing routes, managing charging schedules... This suggests that with smart management, there's even more potential for efficiency than the sticker might let on.
David: So, better range and higher efficiency than advertised – that's a huge win. But the report also points out a pretty big problem on the cost side: battery underutilization. What's going on there, and how does that affect the bottom line?
Mia: This is the other side of the coin. The data shows that, on average, these trucks only used 44% of their battery's full capacity per trip. It’s because fleets are buying trucks with batteries big enough for their absolute worst-case-scenario day—the heaviest load, the longest route, the worst traffic. But on a normal day, most of that expensive battery capacity just sits there, unused.
David: I see. And that directly hits the Total Cost of Ownership, or TCO. You're paying a premium for a massive battery you don't fully need most of the time. This is why a simple one-to-one replacement of a diesel truck with an electric one often leads to non-optimal costs. One fleet in the study even reported their transport costs were 50% higher than with an equivalent diesel truck.
Mia: That 44% figure is the key. It means fleets are hauling around—and paying for—a lot of dead weight. The report makes it clear that to be cost-effective, these trucks need to be on routes with high daily mileage and predictable charging opportunities. That’s how you get the battery working for its money.
David: So, the solution is smarter route planning and, I guess, not just buying the biggest battery available. This brings us to the policy side of things. The report lays out some clear recommendations to actually make this transition happen faster.
Mia: Right. It’s a very practical roadmap. First, they say we need to boost the supply and variety of electric trucks. Then, make it easier and cheaper to access green electricity—that means faster grid connections and smarter pricing, like time-of-use tariffs for off-peak charging.
David: And it's not just about the trucks and the grid, right? They also touch on operational costs.
Mia: Exactly. They recommend waiving road tolls for electric trucks, which can be up to 7% of the total cost of ownership. They also suggest financial tools, like residual value guarantees, to make leasing and financing less risky for companies. And finally, focusing incentives on the use cases where this all makes the most sense from the start.
David: It’s a really comprehensive approach, tackling everything from the factory floor to the highway tolls and the financing office. It really feels like while there are still hurdles, the real-world data is starting to build a much more solid, and optimistic, case for the future of electric trucking in Europe. So, if you had to boil it down, what are the key takeaways for our listeners?
Mia: Well, I'd say there are four main points. First, heavy-duty electric trucks are still a tiny fraction of the market, just 1%. Second, the good news: in the real world, they're way more efficient, using 65% less energy than diesel and getting up to 19% more range than advertised. Third, the big challenge is cost, driven by underused batteries. Fleets are only using about 44% of their battery capacity, which makes them expensive. And finally, the path forward is through smart policy: boosting vehicle supply, ensuring cheap green power, cutting tolls, and providing financial support to de-risk the investment for fleet owners.