Politicians may champion “openness to technology,” but the industry is already forging ahead, according to MAN CEO Alexander Vlaskamp, who unequivocally dismisses the idea of hydrogen trucks.
Vlaskamp cites several compelling reasons behind his rejection, emphasizing the maturity and efficiency of electric mobility as the clear choice for the future of logistics.
In an interview with Der Standard, Vlaskamp states, “E-mobility is coming now. The technology is mature and the most efficient.” He predicts that a staggering 80 to 90 percent of logistics trucks will eventually be powered by electricity. When questioned about hydrogen as an alternative, the former Scania manager firmly expresses his skepticism, suggesting that fuel cell technology may find limited use in heavy transport. Vlaskamp substantiates his stance with a series of persuasive arguments.
At the forefront of Vlaskamp’s concerns is the exorbitant price of green hydrogen. He notes, “We see today that hydrogen is far too expensive, costing almost four to five times what would be interesting for our customers to use.” Consequently, he believes this form of propulsion will only find a niche application within Europe, primarily for heavy transport.
During the IAA 2022 commercial vehicle trade fair, Vlaskamp had already voiced his reservations about green hydrogen, highlighting its scarcity and inefficiency. He estimates that approximately two-thirds of the total energy is lost through various conversion stages, reinforcing the impracticality of hydrogen as a widespread solution.
Looking forward, Vlaskamp envisions a complete transformation to alternative drives within the next 10 to 15 years. City buses, in particular, are experiencing a resurgence in demand after the pandemic. Currently, one-third of newly registered buses are electric, with the proportion rising to 50 to 70 percent in new tenders.
The transition to battery-electric intercity buses and coaches is expected to take place in the 2030s. For trucks, large-scale production of electric commercial vehicles will commence in approximately two years, with MAN aiming to manufacture thousands of them. The Munich and Nuremberg plants are currently undergoing conversion to accommodate battery and electric vehicle production.
Despite the promising prospects of electric mobility, Vlaskamp identifies the expansion of charging infrastructure as the greatest challenge in the electrification of logistics. He points out that European drivers are only permitted to drive for four hours before taking a 45-minute break, during which the batteries can be recharged at fast-charging stations. However, the availability of these stations is currently insufficient.
The primary obstacle lies not in electricity or technology, but in the protracted approval procedures, particularly in Austria. Vlaskamp estimates that by 2030, more than 20,000 charging stations will be required to accommodate approximately 30 percent of logistics transport being electrified.
In conclusion, MAN CEO Alexander Vlaskamp firmly asserts the dominance of electric mobility in the logistics sector, citing the maturity and efficiency of the technology as key factors. While rejecting hydrogen trucks due to the high cost of green hydrogen, Vlaskamp envisions a comprehensive shift to electric vehicles across various transportation segments. However, the successful implementation of electric logistics hinges on the expansion of charging infrastructure, necessitating streamlined approval processes and a significant increase in the number of charging stations.
