The most important factor for the widespread adoption of zero-emission HDVs (ZE-HDVs) is achieving total cost of ownership (TCO) parity or better results compared to diesel vehicles.<\/strong>.<\/p>\nTechnological paths and maturity<\/strong><\/p>\nThe study confirms the consensus that Battery electric vehicle (BEV) technology is the primary path to decarbonization<\/strong>, and is perceived as more mature, especially for urban applications. The maturity of BEV technologies is highest for public transport buses and urban distribution<\/strong>For example, in urban transport, BEV technology is considered mature and essentially market-ready for urban routes.<\/p>\nHydrogen technologies (FCEVs \u2013 fuel cell vehicles and H\u2082-ICEs \u2013 hydrogen internal combustion engine vehicles) are considered basic complementary solution<\/strong>, especially for the most demanding long-haul applications, where BEVs still face operational hurdles. Hydrogen-based technologies and associated refueling infrastructure are being evaluated at earlier stages of development (lower TRL).<\/p>\nIn the long-haul freight segment (400+ km\/day), all technologies are rated at a lower readiness level. For long-haul BEVs, the key barriers are limited range, charging time, and the lack of a mature high-performance charging infrastructure such as a Megawatt Charging System (MCS). For FCEVs, readiness is limited by the lack of durability of fuel cell systems for HDV applications and the dependence on a large and reliable hydrogen refueling station (HRS) network.<\/p>\n
Key TCO factor<\/strong><\/p>\nWhile R&I can reduce technology costs, stakeholders highlight the high initial acquisition costs of EVs as a primary barrier. Respondents indicate that the initial costs of EVs are currently between 5 and 30 TEUs higher than conventional vehicles, although optimistic forecasts expect TCO parity by 2030.<\/p>\n
Stable and low energy prices are key to ensuring TCO competitiveness. Stakeholders universally agreed that competitive electricity price<\/strong> should be 0.3 EUR\/kWh or less<\/strong>. For hydrogen, the competitive price is centered around 5 EUR\/kg<\/strong>, although to achieve parity with diesel the price would have to be in the range of 6\u20138 EUR\/kg.<\/p>\nNon-core technology factors critical to market adoption include a stable regulatory framework, mechanisms to close the TCO gap (e.g. carbon tariffs and differentiated road charges), and addressing uncertainty regarding residual value of batteries<\/strong>.<\/p>\nR&I priorities<\/strong><\/p>\nThe findings confirm that future R&I should primarily focus on advances in BEV technologies<\/strong>Stakeholders have established a clear hierarchy of R&I priorities:<\/p>\n\n- Battery electric technologies<\/strong> (with a total support of 66 votes). The priority is improving battery performance<\/strong> \u2013 increasing energy density, reducing costs and extending service life. This priority also includes the development of megawatt charging systems<\/strong> (MCS) for long routes.<\/li>\n
- Hydrogen solutions<\/strong> (with a total support of 38 votes). The priority is improvement of fuel cell systems<\/strong>, focusing on increasing durability, robustness and reducing costs for HDV applications.<\/li>\n
- Cross-cutting and systemic actions<\/strong>This includes implementation of large-scale demonstration projects<\/strong> to validate technologies in real-world conditions, as well as R&I to support a competitive and sustainable European battery value chain.<\/li>\n<\/ol>\n
The analysis also showed that while core vehicle components such as aerodynamics and electric powertrain (e-powertrain) are considered highly mature, R&I is still essential for advancements in next-generation battery technologies (e.g. solid-state) and for improving the efficiency of H\u2082-ICE. JRi<\/strong><\/em><\/p>","protected":false},"excerpt":{"rendered":"The European Union (EU) faces a critical challenge in decarbonising the heavy-duty vehicle (HDV) sector, which is crucial to the economy but also a significant contributor to greenhouse gas emissions. The EU has set<\/p>","protected":false},"author":7,"featured_media":0,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[27],"tags":[],"class_list":["post-37907","post","type-post","status-publish","format-standard","hentry","category-udrzatelnost_uhlikova-neutralita"],"acf":[],"_links":{"self":[{"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/posts\/37907","targetHints":{"allow":["GET"]}}],"collection":[{"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/posts"}],"about":[{"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/types\/post"}],"author":[{"embeddable":true,"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/users\/7"}],"replies":[{"embeddable":true,"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/comments?post=37907"}],"version-history":[{"count":0,"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/posts\/37907\/revisions"}],"wp:attachment":[{"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/media?parent=37907"}],"wp:term":[{"taxonomy":"category","embeddable":true,"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/categories?post=37907"},{"taxonomy":"post_tag","embeddable":true,"href":"https:\/\/www.co2news.sk\/en\/wp-json\/wp\/v2\/tags?post=37907"}],"curies":[{"name":"wp","href":"https:\/\/api.w.org\/{rel}","templated":true}]}}