Hugelshofer Logistik AG put its first electric truck into operation back in 2019. “It was an experiment, a tentative approach to a new drive technology,” is how Martin Lörtscher describes this step. Despite all the obstacles and unanswered questions, this decision was to prove groundbreaking. The Thurgau-based company currently operates 30 electric trucks, and another 13 are to join the fleet before the end of this year. Renault Trucks currently provides the majority of these with 20 E‑Tech T vehicles. In fact, Renault Trucks is well represented in the 200-strong truck fleet: around 70 percent of the vehicles bear the diamond emblem of the French commercial vehicle manufacturer.
Hugelshofer Logistik AG has made tremendous efforts
Martin Lörtscher and his team are fully committed to the principle of sustainability. This requires enormous efforts and investments and is, of course, also supported by the framework conditions. Apart from the gradual conversion of the vehicle fleet to all-electric trucks, the charging infrastructure was a real Herculean task. Hugelshofer Logistik AG solved this with a covered parking lot, on whose 230-ton steel frame, bifacial solar cells are mounted over an area of 4,775 square meters. Bifacial means that the underside of the cells can also be used to generate electricity. 14 fast-charging stations, each with a capacity of 360 kWh, provide 28 charging points and keep the electric vehicles in the fleet charged at all times. There is the possibility of expanding this “refueling area” by extending the premises. This means that Hugelshofer Logistik AG is on the safe side for the foreseeable future. Together with the photovoltaic systems on the company roofs, this results in a total usable area of around 7,000 square meters for electricity generation.
Hugelshofer Logistik AG operates its own power plant
One of the fundamental challenges was the power supply itself, which places high demands on the grid. Hugelshofer Logistik AG solved this by building its own transformer and inverter station. “This gives us the status of a medium-voltage consumer, which allows us to buy and sell electricity,” says Martin Lörtscher, hinting at an energy management system that promises very special advantages. In principle, you could say that Hugelshofer Logistik AG has its own power station. The complexity and sophistication of this infrastructure is evident from the cable harnesses alone. If you pick up just a one-meter piece of this thick cable, you might easily think it’s an Arnold Schwarzenegger weight training machine – it weighs quite a lot!
In conversation with Martin Lörtscher, CEO Hugelshofer Logistik AG
What triggered the decision to pursue a new drive technology?
ML: The initial spark occurred on May 21, 2017, when the Swiss electorate approved the Energy Strategy 2050. The bill stipulates that road traffic must be CO₂-neutral by 2050 and achieve a 30 percent reduction by 2030. In response, the management agreed to raise the target for 2030 and aim for a 50 percent reduction in our carbon footprint.
You already have a high proportion of electric trucks in your fleet. How do these vehicles fare in terms of range?
ML: There is one thing we have to mention in answer to this question. Compared to the first electric truck we put into operation, battery capacity has doubled in just five years. This naturally has a positive effect on range. Incidentally, development in this regard is still far from reaching its conclusion. In our case, it is of course an advantage that we can complete many night trips with the Post order, as well as with the food transports. With the help of our quick-charging stations, the vehicles are then relatively quickly ready to drive again and can be moved virtually around the clock – note: exempt from the heavy vehicle fee. So we don’t have a range problem.
Nevertheless, are there restrictions on usability?
ML: It cannot be denied that the dispatchers had to rethink. Route planning has to be based on range. But that has now been worked out perfectly. Today, our electric trucks are used for a wide range of transport tasks. In addition to transport activities for the postal service, we also use them for movements in the silo, cement and building materials sectors, for hospital deliveries and, more recently, for supplying branches of a retailer.
The majority of your fleet is made up of Renault trucks, which currently account for around 70 percent. How did you come to choose this brand?
ML: We started using the first Renault trucks in 1998. This step was based on the fact that we were able to land the Post Office contract. We needed 30 trucks for use with interchangeable platforms within a very short period of time. Renault Trucks (Switzerland) Ltd was the only supplier on the market that signaled an ability to deliver on time despite the threat of a brutally high contractual penalty. When Vetterli AG, which was a tenant of ours, took over the representation of Renault Trucks, it proved to be an ideal solution in terms of service. Thomann Nutzfahrzeuge AG has been with us for 12 years now. Due to the nature of our fleet, a real center of expertise for electric trucks has emerged from this.
How are the Renault Trucks E‑Tech vehicles doing? With 20 vehicles currently in use, they make up two-thirds of the electric fleet.
ML: From my point of view, they are doing very well. The technology is mature, they work perfectly and they are now very well received by drivers.
EG: We don’t have any more to do with these vehicles than with the combustion engines. Our experiences confirm that we are on the right track. The Renault Trucks E‑Tech T are reliable and run well. The drivers particularly like the cab with its high-quality and modern interior.
Could your model be a benchmark for other transport companies?
ML: Given the size of our fleet and the fact that our work involves scheduled and regular trips, especially at night, we have the ideal conditions. In addition, the power station responsible for our area has an optimal infrastructure in the immediate vicinity of our company headquarters. For example, there is a storage plant right next to our company building, which is designed to compensate for power shortages. Energy management is a very important factor. I see this as a major challenge and also a great opportunity for the road transport industry. But that brings me back to your question. For small and medium-sized companies, it is likely to be rather difficult to implement on this scale. The system cannot be applied 1:1 to every area of application either.
What is your understanding of energy management?
ML: In our case, it’s about dynamic energy procurement. To give a specific example: thanks to our own transformer and inverter station, we are considered a medium-voltage consumer. This allows us to buy electricity. And here it is important to act with foresight and react at the right moment. I’m talking about price fluctuations of up to 300 percent. So you can get a great deal by buying electricity at the right time. We can also help out when there is overproduction and relieve the pressure on the grid, and when we have overcapacity, we feed some of it back into the grid.
What advice would you give the industry?
ML: The will of the people, as expressed in the vote on the “Energy Strategy 2050”, must be implemented. There is no way around it. Consequently, our industry must rethink and open up to new possibilities, insofar as this makes sense and can be implemented.
The French truck manufacturer Renault Trucks has been providing transport professionals with sustainable mobility solutions since 1894 – from light commercial vehicles to tractor units. Renault Trucks is committed to the energy transition and manufactures vehicles with controlled fuel consumption as well as a complete range of 100% electric trucks. The applied circular concept enables extended operating times. More information is available at: www.renault-trucks.ch.
