Johannes Pallasch is the Head and Spokesperson of the National Centre for Charging Infrastructure. In this interview, he explains how the German Federal Government is pushing forward the expansion of the e-truck charging network, why competition at charging stations is crucial in terms of energy prices and how the shortage of parking spaces on the motorway could soon be resolved digitally. Part 3 in our series on e-mobility in action and the future of logistics.
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One thing we do know is that if the prices on the motorways are too high, the e-truck will not take off as a product. “
Mr. Pallasch, the market for diesel trucks is still big, but the transformation is picking up speed. Where do we currently stand regarding the switch to e-mobility in goods transport?
Pallasch: We are at the beginning of a rapid development. The uptake rate for electric commercial vehicles will be much faster and more consistent than for passenger cars. That’s partly due to the shorter replacement cycles of the fleets, and partly because logisticians simply have a more rational approach to budgeting than private buyers – not to mention that there are already many good reasons to make the switch to e-trucks. Our task, together with the Federal Ministry of Transport and Autobahn GmbH, is to organise the necessary charging infrastructure. At the National Centre, we see ourselves as playing a pivotal role in this, as the federal government has key areas at its disposal on the motorways, defines the technical requirements and controls regulation. Specific plans include a “fast-charging network for trucks” with around 350 sites at motorway service stations and rest stops throughout Germany. We assume that the subject will now become very big, very quickly.
You mentioned budgeting. Is the Total Cost of Ownership (TCO) of an e-truck already attractive?
Pallasch: The framework conditions, such as the exemption from tolls, are designed to be very attractive. But in the end, it comes down to two factors: how much does the vehicle cost, and how much does it cost to charge – both in the depot and en route on the motorways? Regarding public charging, we have developed the so-called competitive model in collaboration with and on behalf of the Federal Government. The aim is to enable as much competition as possible at the charging sites to keep prices low for the logistics providers. One thing we do know is that if the prices on the motorways are too high, the e-truck will not take off as a product.
Germany isn't known for its low energy prices. So how will this work?
Pallasch: It’s true that we aren’t the cheapest country when it comes to electricity prices, but the energy trading price is not high around the clock. There are cheaper time windows. That’s where sector coupling comes into play. How can a well-budgeted, flexible industry like logistics be optimised against the energy system? If a truck is stationary for eight hours, it doesn’t necessarily have to be charged during the most expensive hours. To be able to transfer these price signals to end customers, we are backing the so-called pass-through model.
We must think big instead of taking very small steps. “
What exactly does this mean for freight forwarders?
Pallasch: As things stand, the operator of the charging station stands in the way of customers benefiting directly from cheaper energy trading prices. The pass-through model removes this barrier. It’s as if energy procurement is separated from the charging infrastructure. This enables competition at access level. In our invitations to tender, we are looking for the operators that make the most cost-effective offer for users – not those that pay the state the highest concession fees, which they would later have to recover from the customer through inflated energy prices.
Many logistics providers fear that the expansion of the charging infrastructure will not keep pace with vehicle sales. What is the expected speed of expansion?
Pallasch: There is a two-track strategy to ensure maximum speed. Firstly, the German Federal Government has proactively ordered the network connections on German motorways at a very early stage – even before it is clear who will later operate the sites. This saves a huge amount of time. Secondly, the invitations to tender are currently running for the operators, such as for the truck fast-charging network at rest areas. We have sized the network connections such that we can electrify 80 per cent of truck parking spaces at many locations going forward. We must think big instead of taking very small steps.
Space remains a critical issue. Service areas are already overflowing today. Will the charging infrastructure exacerbate the shortage of parking spaces?
Pallasch: This is certainly a challenge, because the hardware needs physical space on the existing areas. We can’t simply reinvent the parking layout to suit our needs. But we see a big opportunity in digitalisation: we want to introduce the possibility of reserving charging spaces. If it is possible for a driver to book a slot in advance, this takes the current potential uncertainty out of the route. However, it is also clear that these areas must be reserved exclusively for charging e-trucks.
I often tell my family to enjoy the peace and quiet. It won’t be long before they’ll be digging here. Our familiar image of the motorway will change completely in the coming years. “
What about the rest of Europe? Goods transport doesn’t stop at the borders after all.
Pallasch: A lot has been clarified in terms of the technical standards – for instance, that we will see CCS as well as MCS connectors for megawatt charging of trucks. The invitations to tender have also specified that the charging connection must be on the left-hand side of the vehicle, in order to create a standard. In terms of the economic models, the various European countries are still taking different paths. But for the German market, which plays a significant role as a transit country, I am convinced that ours is the right structural approach to secure fair prices.
One final question: when you are travelling on the motorway privately, what do you think when you see the service stations?
Pallasch: I often tell my family to enjoy the peace and quiet. It won’t be long before they’ll be digging here. Our familiar image of the motorway will change completely in the coming years. The sites will look different – high-tech is moving in. We face a tremendous transformation task, but these are also unbelievably exciting times, in which this transformation is now becoming physically visible.
About Mr. Pallasch:
Johannes Pallasch is Head and Spokesperson of the National Centre for Charging Infrastructure operating under the umbrella of NOW GmbH. On behalf of the Federal Ministry of Transport, he and his team coordinate the systematic expansion of the charging infrastructure in Germany, including the “truck fast-charging network.” Their focus lies on the networking of the energy and transport sectors as well as the user-friendly design of vehicle chargers.
Text: Christian Buck
Fotos: MAN
