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e-Buses

  

Electric buses (e-buses) have several advantages over traditional diesel buses in addition to reduced emissions, such as lower operating costs, improved energy efficiency, lower geopolitical risk, and greater comfort.  The electrification of transit buses becomes more attractive when vehicles are deployed on busy, high-volume routes.  Public & shared transit is more important in lower-income countries, where a larger share of the population cannot afford a vehicle [ICCT, Jan/2023].  India, Chile, and Brazil are leading the way in electrifying their bus fleets in their largest cities by introducing innovative financing and improved procurement practices [WB, Nov/2022].

  

China has been at the forefront of e-bus development, deploying a massive fleet of these vehicles: by the end of 2024, there were around 540,000–700,000 e-buses in operation in China, representing the vast majority of the world’s total e-bus fleet (well over 90%) and making the country the dominant player both in adoption and production of e-buses globally [BR247, 2025].

  

Unlike other electric vehicle (EV) categories like cars and two- and three-wheelers that may have home charging infrastructure, e-buses fully rely on commercial ones.  Depot charging (also known as “overnight charging”) typically uses chargers in the range of 150–350 kW, with newer high-power depot systems increasingly reaching up to 400 kW.  Opportunity charging, commonly based on pantograph systems for rapid top-ups during operation, generally operates at 300–600 kW [ABB, 2025], with some of the latest installations delivering up to 750 kW or even 1 MW in high-capacity urban corridors..

  

e-Trucks

  

Long-haul freight transport is vital to modern economies, yet it is a major source of carbon emissions, so decarbonizing the sector largely depends on changing the truck’s energy source.  As fuel and maintenance often outweigh a truck’s purchase price, e-trucks are gaining globally, fueled by cheaper batteries, stricter emissions rules, and corporate decarbonization goals.

  

Recent industry analyses indicate that battery electric truck adoption could reach around 35–45% of new sales globally by 2030 in the light commercial vehicle (LCV) segment, while medium-duty trucks (MDT) may reach roughly 25–35%, and heavy-duty trucks (HDT) btw 15–25% of new sales, depending on region and policy support.  In leading markets such as China and parts of Europe, adoption rates in certain segments are already exceeding earlier projections

  

- BEV or FCEV e-Trucks?

  

From a logistics operator perspective, the main advantage of fuel cell electric vehicles (FCEV) over pure battery electric vehicles (BEV) is the operational flexibility gained from fast refueling times [H2AC, Jul/2022]. FCEVs will be required not only for long-distance, heavy-duty road freight but also for grid-constrained areas and double-shift operations.  One potential niche for FCEVs is garbage collection.  Cities such as NY are testing electric garbage trucks, but frequent stop-and-go oper. put significant strain on batteries [TD, 2022].  

  

The main problem of FCEV is that, unlike electricity, hydrogen’s network is not built out.  Another issue concerns energy efficiency: whereas a BEV would be able to utilise 77 kW of every 100 kW of renewable energy generated, a H2 FCEV would only be able to make use of 30kW [RECHARGE, Jul/2022].  Also, BEV has some advantage with shorter haul fleets such as LTL (Less Than Truckload) and last-mile.  After all, is BEV or FCEV?: It’s ‘and’, not ‘or’: stakeholders are convinced it’s going to be both [RECHARGE, Jul/2022].