• The “be a mover talk” with Jörg Howe is a conversation format in which guests are interviewed who make a difference in the world.
• The format runs on YouTube: https://youtu.be/2V5ihKzYjAM

The “be a mover talk” with Jörg Howe, Head of Global Communications & External Affairs Daimler Truck, is a conversation format in which people are introduced who want to change something positive in the world. This time with Sascha Hähnke, CEO of the international logistics service provider Rhenus SE & Co. KG and truck transport expert. At the IAA Transportation 2022, a lively discussion took place in front of the battery-electric Mercedes-Benz eActros LongHaul, which was presented for the first time at the trade fair the day before, about the exciting transformation to alternative drives, charging infrastructure and the future of logistics.

The format runs on YouTube: https://youtu.be/2V5ihKzYjAM

Hanover. Finally IAA again: after four years of interruption, manufacturers, customers, transport experts and commercial vehicle enthusiasts met in Hanover to discuss current developments in the industry and to present new products. “Nothing beats personal exchange,” says Sascha Hähnke, CEO at Rhenus SE & Co. KG, who met Jörg Howe at the Mercedes-Benz Trucks stand for the “be a mover talk”. The vehicle manufacturer presented the battery-electric eActros LongHaul long-distance truck for the first time in Hanover. For Sascha Hähnke, the trade fair is the right setting for this: “The industry wants to see and experience such vehicles.” With LFP technology, the semitrailer tractor can drive around 500 kilometres on a single charge and the batteries are also quickly recharged thanks to the megawatt charging option. For Sascha Hähnke, this is an important step: “The critical range aspect of battery-electric trucks is therefore out of the world.”

Alternative drives are the main topic of the trade fair.

Rhenus already has experience with battery electric drives and sees itself in a pioneering role, as Hähnke explains: “If you have a sister company such as Remondis which deals with recycling as its core business, you are automatically think differently.” As early as 2011, the company started testing diesel hybrids together with Daimler. Since 2019, fully electric Mercedes-Benz trucks have been used in distribution transport. "In the beginning, we were laughed at with the electric vehicles, but that quickly settled down. Now people call and ask about our experiences," says Sascha Hähnke to Jörg Howe. There have been no problems with the vehicles so far, but it is important to charge intelligently in order to avoid peak loads, for example. This also means that the batteries are only fully charged when it is really necessary.

From 2023, Rhenus will also go into test operation in long-distance transport with the eActros LongHaul. Logistics companies and the manufacturer Daimler Truck work closely together. Sascha Hähnke is enthusiastic: “I have never experienced before that a manufacturer and a customer are so closely coordinated on the way to rolling out the prototypes. We want to get the vehicle on the road. It’s fun.”

High-performance charging of the trucks on the route is also planned in the test program. However, the basis for the use of battery-electric vehicles is first of all depot charging, explains Hähnke: “A vehicle like this needs a home port, from where we can slowly intensify the testing.” A major challenge here are the lengthy processes for approving charging points and the availability of a suitable electric grid. Daimler Truck, which is involved in a joint venture to expand the charging infrastructure in Europe, is also confronted with these issues. Sascha Hähnke already sees a wide range of applications for battery-electric trucks, but is annoyed about some restrictions: “We are not permitted to use electric vehicles to transport hazardous goods. Such obstacles must be removed.”

The promotional programs in Germany are unique in Europe

The CEO of Rhenus positively highlighted the existing subsidy programs in Germany. Up to 80% of the additional costs of a battery-electric truck compared to a diesel truck are covered by a subsidy program worth billions. “Such a subsidy program is unique in Europe.” Thanks to this support, lower maintenance costs and toll exemption, electric trucks could already compete with conventional trucks in certain applications in terms of total cost of ownership. The logistics service provider expects an even better cost-benefit ratio with the ramp-up of production and the onset of economies of scale.

Hydrogen is also needed

Sascha Hähnke doesn't like playing off different energy storage systems such as batteries or hydrogen against each other. “We should agree that everything is better than diesel. We will need hydrogen for the alternative drives. It will not work purely on battery electrics in two million trucks in Europe, as much as I would like.”

Regardless of the energy storage system, Hähnke sees great challenges in terms of infrastructure, as different drives will coexist in the medium term. He describes this development as parallel worlds: “Diesel will accompany us for a long time to come. No service station will demolish its diesel filling station for a charging park or hydrogen filling station. We need additional space to load the vehicles. And the development of these areas must be quick, as this is the only way that the infrastructure grows in parallel with the series production vehicles of the manufacturers. Organising these parallel worlds will be a mammoth task.”

A well-known topic for Daimler Truck Head of Global Communications & External Affairs Jörg Howe. He reports on the current status of the planned cellcentric plant called KLIMA|WERK in Baden-Württemberg. Daimler Truck wants to build large-scale fuel cells here together with the Volvo Group. Although citizens and politicians have clearly spoken out in favour of the location, there are resistances to the acquisition of the necessary space.

We need to become faster

The two parties agree that more speed is needed when it comes to the energy transition. Rhenus CEO Sascha Hähnke becomes clear: “I am optimistic about vehicle construction and the use of alternative drives. We definitely need to be faster in building the infrastructure. But it’s a terribly exciting time, this transformation that we are now experiencing has never been seen before. Alternative drives are not a question of faith, alternative drives are without alternative.”

At the end of the discussion, Hähnke once again made it clear to Jörg Howe that he also sees the logistics industry as being responsible, regardless of whether it is a small or large company, and called for political involvement: “I say to colleagues that it should be addressed in the relevant political committees. When will the hydrogen filling stations in my district come? When will the first truck loading option be available? As an industry, we need to raise our voice together, otherwise we will be driven at some point.”