Master’s student Bruno Nolte from TU Delft conducted his graduation research at ElaadNL, focusing on the potential and electricity demand of Electric Road Systems (ERS). These systems allow electric trucks to charge their batteries while driving, for example via overhead powerlines.
The study shows that as long as there is no extensive and continuous ERS network, only a part of truck trips would be suitable for this form of charging. For the corridor between Rotterdam-Maasvlakte and Venlo, ERS could be a viable solution for about 5 percent of freight traffic. The electricity demand on this route is expected to be concentrated mainly between Botlek and Ridderkerk, with a peak in the morning between 8:00 and 11:30 a.m..
ERS does not allow for grid-aware charging, meaning the charging demand cannot be shifted to the nighttime hours when the grid is less loaded.
ERS can offer several advantages compared to traditional stationary charging. Electric trucks could be equipped with smaller batteries, making them cheaper and lighter. In addition, ERS can help shift part of the electricity demand in both location and time: from business parks where trucks usually charge at depots in the evening, to the main road network where charging happens during the day via ERS.
The study mainly looked at how the electricity demand from ERS is spread out geographically and over the course of the day. Using a large dataset of vehicle movements, the researcher analyzed how many truck trips could potentially make use of an ERS route between Maasvlakte (Port of Rotterdam) and Venlo.
The corridor between Rotterdam and Venlo was selected because the Dutch government consider it as a potential candidate for a pilot ERS project. Since not all loading and unloading points are located directly along the ERS corridor, the study considered the full daily routes of the trucks. It concluded that ERS would be usable for 5 percent of truck traffic along this route.
The study then examined which segments of the corridor would experience the highest electricity demand.. The stretch between Botlek and Ridderkerk stands out, with power demand in some segments expected to exceed 3 megawatts. Further east, the demand gradually decreases.
The study also examined at what times of day the energy demand from ERS is highest. A small peak is expected in the early morning, between 4:00 and 6:00 a.m. However, the highest peak is expected to occur between 8:00 and 11:30 a.m.
This research was carried out to provide insight into the impact of ERS on the electricity grid. Trucks using ERS are typically equipped with relatively small batteries that could be charged overnight, when grid demand is lower. However, most of the electricity demand shifts to daytime, especially to the morning hours when grid load is already high. This creates an additional peak and limits the potential for grid-aware charging.
Implementing ERS also requires significant modifications to physical infrastructure, such as installation of overhead powerlines and placement of transformers along highways. From a feasibility standpoint, ERS brings additional challenges.
ERS is still in its early stages. Truck manufacturers do not yet offer dedicated models, and the associated infrastructure costs are high. Although pilot projects have been conducted abroad, there are currently no initiatives for an international rollout of a comprehensive ERS network.
The full report is available through the TU Delft Repository: