Electric trucks in SA: Do they make sense?
Electric trucks in SA: Do they make sense?
Are electric trucks the future of South African transport? Most importantly, do they make financial sense? To find out, CHARLEEN CLARKE sat down with Luqmaan Hansa, general manager: dedicated contracts at Bakers SA Limited, which has trialled two FUSO eCanters. Did these electric workhorses prove their worth, or are they just e-mobility pie in the sky?
Electric trucks are becoming increasingly common in global markets, but in South Africa, the transition is still in its infancy. To explore the potential of electric mobility, Bakers SA Limited (Baker’s) conducted a trial of two eCanters over a three-month period, evaluating their performance, feasibility, and economic impact.
Initial learning curve
Bakers’ trial with the eCanter began in April 2024 and ran until the first week of August 2024, covering a wide range of operational scenarios. For the company, using the electric vehicles (EVs) was an entirely new experience. “It was our first hands-on experience with an EV,” Hansa admits. “We were unsure of how to approach it and what to expect, but with the support from the Daimler and charging infrastructure teams, it made the transition much easier.”
Despite initial hesitations, the learning curve was manageable. “We quickly realised that planning was key,” Hansa explains. “With the first-generation eCanter having a 100-km range, we needed to be strategic about our drop sizes and delivery schedules. It took us out of our comfort zone, but it was a good experience overall.”
Testing routes and real-world performance
The two eCanters were tested under different operational conditions. “One vehicle was on a fixed route between Johannesburg and Pretoria, while the other was deployed dynamically for last-mile urban deliveries,” says Hansa. Initially, a conservative approach was taken, limiting operations to a 25-km radius to mitigate range anxiety. However, as confidence grew, drivers began pushing the limits.
“Drivers were very nervous at first,” Hansa recalls. “They were worried about running out of charge and getting stranded, but as time went on, they became more comfortable. Eventually, they were pushing it to the limit, and we saw them returning to the depot with as little as 15 to 20% charge left – which is still quite safe.”
Energy savings and cost efficiency
One of the biggest revelations of the trial was the significant energy cost savings. “We ran very low mileages during the trial – about 2,000km/month per truck,” Hansa notes. “Even at this reduced usage, we saw a 70% reduction in energy costs compared to diesel trucks. That’s massive.”
However, he does point out that for maximum viability, electric trucks need to be operated at higher mileages.
Driver feedback and adaptation
Driver feedback was crucial in determining the viability of the eCanter. “Initially, there was a mental barrier to overcome,” Hansa admits. “They were used to diesel trucks and had no prior experience with EVs.”
Once on the road, however, drivers found the transition smoother than expected. “They really liked the instant torque, the quietness of the vehicle, and the overall driving experience,” says Hansa. “From a comfort perspective, they preferred the eCanter over diesel trucks.”
Charging infrastructure and challenges
To support the eCanter, Bakers installed a DC fast charger at its depot. This investment came at a considerable monthly cost during the trial period. “It was a hefty investment, but we’ve since switched to a more cost-effective permanent solution,” Hansa reveals.
Fortunately, power availability was not an issue. “We’ve never struggled with electricity supply,” he confirms. “That was one of our concerns going in, but it turned out to be a non-issue.”
Customer response and long-term plans
Clients were intrigued by Bakers’ venture into electric mobility. “A lot of our customers have ESG targets, and they were very keen to see how EVs could fit into their supply chain,” says Hansa. “We’ve already begun discussions about bringing EVs into our fleet permanently within the next year.”
One of the most interesting commercial aspects of electric trucks, he notes, is the potential for longer-term contracts. This trend is already being seen in Europe, where transport companies are increasingly securing longer-term contracts with their clients when investing in electric trucks. This strategy ensures a return on the substantial investments required for EV integration and aligns with sustainability goals. Extended agreements provide stability and facilitate the seamless incorporation of EVs into existing fleets. Accordingly, in Europe, some companies running electric fleets are now securing five-year contracts instead of the typical two-year agreements.
Addressing concerns about battery life and sustainability
A common concern about EVs is battery degradation and recycling. “We obviously haven’t encountered battery-related issues yet, but it’s something we are keeping a close eye on. We need clear end-of-life solutions from manufacturers,” says Hansa.
Another factor is dirty electricity. “Right now, South Africa’s grid is still heavily reliant on coal,” he acknowledges, “but we are actively exploring solar charging solutions. Some of our customers already have solar setups at their sites, which means our EVs can be charged using renewable energy.”
Final verdict: Is South Africa ready for electric trucks?
Looking ahead, Bakers remains optimistic about electric mobility. “I think widespread adoption will happen, but it will take time,” Hansa predicts. “We need the right government incentives, better public charging infrastructure, and a more stable energy grid. But the cost savings are undeniable, and that’s what will ultimately drive adoption.”
The right level of support is also essential. “One key aspect that deserves emphasis is the invaluable support provided by Daimler Truck SA and the Fuso team throughout the process. Their technical expertise, proactive engagement, and assistance in charging infrastructure made the transition to electric mobility significantly smoother,” he stresses.
“Another positive our real-world testing demonstrated was that eCanter could achieve ranges higher than the OEM claimed. In some cases, we achieved about 120km while still retaining around 20% charge. This exceeded initial expectations and provided further confidence in the vehicle’s capabilities for last-mile and urban logistics.”
For now, Bakers is positioning itself as a leader in the shift to EVs. “We are committed to this journey,” Hansa concludes. “We know it won’t be easy, but the future of transport is electric, and we want to be at the forefront of that change.”
Actual POC Trial Data | |||||||
Month | Running days | Total km | Avg km/day | Total kWh used | Energy cost | EV maintenance cost | Cost/km |
April | 7 | 948 | 135.43 | 78.61 | R94.34 | R213.30 | R0.32 |
May | 26 | 2,031.03 | 78.12 | 1,365.28 | R1,638.33 | R456.98 | R1.03 |
June | 22 | 2,023.52 | 91.98 | 1,360.23 | R1,632.28 | R455.29 | R1.03 |
ICE Data for Trial Period based on actual EV running data | |||||||
Month | Running days | Total km | Avg km/day | Diesel used | Diesel cost | ICE maintenance cost | Cost/km |
April | 7 | 948 | 135.43 | 104.28 | R2,378.63 | R 711.00 | R3.26 |
May | 26 | 2,031.03 | 78.12 | 223.41 | R5,016.07 | R1,523.27 | R3.22 |
June | 22 | 2,023.52 | 91.98 | 222.59 | R4,754.47 | R1,517.64 | R3.10 |
Comparison of running EV vs ICE |
| EV | ICE | ||||
Month | EV cost | ICE cost | Saving |
| Cost/km | Cost/km | |
April | R307.64 | R3,089.63 | R2,781.99 |
| R0.32 | R3.26 | |
May | R2,095.31 | R6,539.34 | R4,444.02 |
| R0.59 | R3.22 | |
June | R2,087.57 | R6,272.11 | R4,184.54 |
| R1.03 | R3.10 | |
Total | R11,410.55 | ||||||
Published by
focusmagsa
