Interview Dr Manfred Schuckert, Head of Regulatory Strategy & Int. Hydrogen Strategy, Daimler Truck AG
Long-distance transport accounts for a large proportion of CO2 emissions. So, is full electrification the only sensible way forward? We spoke with Dr Manfred Schuckert, Head of Regulatory Strategy & Int. Hydrogen Strategy, Daimler Truck AG, about the challenges and alternatives − and what he would like to see from regulators.
The European Emissions Regulation favours BEV quite consistently. From a regulatory viewpoint, which drives look promising for commercial vehicles from 2030 onwards?
To make a substantial impact on fleet emissions, commercial sector vehicles need to be either zero emission, or virtually zero emission. So ultimately that means battery electric drives, but also hydrogen for fuel cells and combustion engines. Plug-in and full hybrids will contribute too, of course, but only in a minor role. Two-thirds of emissions come from long-distance traffic, so strict decarbonization is a must.
What opportunities do you see in long-distance transport for biofuels or even e-fuels?
When you really look at the big picture and see how the European commercial sector is currently Burning 60 million tons of diesel, we don’t see a significant role for biogas, meaning CH4 or biologically produced methane. Of course, you also have HVO − Hydrotreated Vegetable Oils − and FAME, the classic biodiesel. We’re cautious about FAME because there are quality issues and because it gets into the engine oil, which means shorter oil change intervals, etc. That’s why we recommend only use it as B7 or B10 in small quantities. And when you look at global capacities, availability of HVO is very limited. Global production capacity currently stands at roughly 6 million tonnes, a drop in the ocean compared to the amount of diesel, we are burning every day.
What differences do you see in major markets like North America and India?
You can certainly see differences. The American market is very mileage-oriented. Basically, you have vocational vehicles and long-haul vehicles that must be extremely efficient to succeed. Not many Operators today are using natural gas for long haul transportation, for example. Alongside battery-electric vehicles, hydrogen will certainly play a role.
Some people claim BEVs will work for long hauls in North America, too, because it’s cheap to buy land and build the infrastructure inland.
I think the follow-up costs at the charging stations would be more important than land prices. The grid is not that powerful and stable, so large-scale electrification is scarcely possible at the moment. There are about 3000 subnetwork operators in the US, and their biggest task right now − integrating data from computer centers aided by AI − is already making them borderline unstable. If you want widespread electrification for passenger cars or trucks, that would work in individual areas, but definitely not across the board in the next ten years.
Which drive concepts do you favor for different vehicle segments, from distribution to long haul?
Where electricity is cheap locally, in depots or towns, that’s the home turf for battery electric trucks. As distances grow, hydrogen can definitely come into play, too. You can’t install charging stations at construction sites, for instance. For long-haul work, there is no clear-cut either-or, so we expect to see fuel cells as well as battery-electric drives. By long haul, I don’t mean just 500 km; I also mean − to use a classic example − trips with two drivers who bring strawberries from southern Spain to Hamburg for example. The product needs to reach the customer fast, so you can’t spend many hours recharging en route. It also needs to be cooled − and the electricity for that comes off your vehicle range.
Which type of hydrogen storage for fuel cells will prevail – LH2 or CGH2?
That’s not really a question for us. Given the quantities we need for long hauls, we’ll only transport liquid hydrogen. Otherwise, the transport costs would be prohibitive. A typical tanker truck will carry either about three tonnes of liquid hydrogen or 500 kg to a tonne of gaseous hydrogen. Distribution costs are so high, it just doesn’t add up. Secondly, you can convert liquid hydrogen to gaseous hydrogen at the filling station so that the filling station can offer both options. It’s a relatively efficient process.
How much power does liquefaction use?
The latest plants use about 8 kW for liquefaction, and the per-kilo energy content of hydrogen is 33 kWh. So, that’s roughly 20 percent of the energy content for liquefaction. But that will improve. We’re already seeing 6 kW on the horizon. But this doesn’t mean you lose range in the vehicle − quite the opposite. You lose a little during electrolysis, and then the hydrogen is liquefied and transported. Then, you can refuel the vehicle with minimal energy expenditure. This filling station type is far cheaper than filling stations for gaseous hydrogen, so we see substantial cost benefits there.
How hard is it to transport liquid hydrogen over longer distances?
You can carry about 70 kg of liquid hydrogen per cubic meter, which is much better than if you had to transport it in gaseous form, where you might manage 40 to 50 kg at 700 bar. The transport tanks for liquid hydrogen are basically vacuum flasks − double-walled and vacuum-insulated. We use them for transport from the production site, and also in the vehicles. On a truck, you have two tanks that you can fill with 80 kg of hydrogen in 10 to 12 minutes. It works the same on a larger scale − you can bring hydrogen in from the Middle East the same way as you do LNG. The tanks are so well insulated that it works over long distances. The only noticeable losses are the hydrogen you use to power the ship.
What would you like to see from European regulators to help you develop technical solutions effectively?
We need to streamline the regulations. And we need to question whether the speed of the Regulation is actually manageable. We only have 5 to 6 years to go, to reach the 2030 targets − a reduction of of 45 % CO2 emissions compared to 2019. We’ll have to see whether the customers can manage that. At the moment, multiple member states are not meeting their obligations, neither for infrastructures, nor for the implementation of CO2-based road toll systems. Without greater unity and faster infrastructure rollouts, customers have no incentive to buy electric vehicles.
Interview: Gernot Goppelt
