The electrification of freight traffic is completely different from passenger traffic. At first glance, there are certainly some significant challenges,
- Available capacity for medium voltage connection of distribution center
- The installed power (peak power) is necessary given the expected charge profile
- Lack of existing infrastructure in the form of road charging hubs (350 kW – 1000 kW)
- Disproportionate load distribution centers in light of the location
Available capacity is an issue that network operators are already facing. This is partly due to having to wait for tangible requests before allowing network administrators to increase capacity. But also mainly because of the higher costs due to the waterfall effect of LS – MS – HS that will appear.
The installed capacity can be reduced if charging with large batteries that slowly fill up with a meager charge while the trucks are on the road. But the fact remains that there is massive electrification going on, think heat pumps, electric vehicles and decentralized generation. This requires an integrated approach in the form of V2G and Smart Load Balancing.
Given the infrastructure on European roads, European agreements, such as the standardization of freight communications, must therefore be concluded. Apart from that, there are already major problems with fast charging stations for individuals in the Netherlands. Trucks will demand double the capacity and that is an issue that is not receiving enough attention at the moment.
Dutch distribution centers are located in the center of the country and in the Randstad. This makes sense given the distances, but is an issue for the load on our network. Much more than now, the capacity available to the network must be looked at before a distribution center can be set up.
Currently, there is a delivery obligation to network operators and no prior assessment of whether there is capacity. With the potential for many boosters, such as supermarkets and wholesalers, along with an average construction time of 3 to 15 years for MV/HV stations, network operators cannot remain reactive in this regard. Unfortunately, the legislation, in the ACM’s reading, stands in the way. There has to be a concrete demand first, and network operators are only allowed to anticipate to a limited extent.
In terms of hydrogen trucks, these are actually not very interesting at all for regional traffic because of the total cost of ownership compared to electric trucks. The average distance traveled varies between 350 – 800 km per day. The outliers are only internationally visible and hydrogen is getting more interesting, but still more expensive.
[Reactie gewijzigd door neolite op 16 februari 2022 13:46]
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