The reality of zero-emission refrigerated transport: the e-reefer case
The reality of zero-emission refrigerated transport: the e-reefer case
In an industry where every liter of diesel counts, electric refrigeration has to deliver operational and financial performance to scale sustainably. Understanding and addressing those constraints is what ultimately determines whether it is a viable solution to deploy.
For this article, we spoke with Claudio Moretti, Commercial Director Benelux and Arjan Versloot, Sourcing Manager at TIP Group, to examine what that operational reality looks like in practice.
"Every implementation requires tailored solutions, but the moment those puzzle pieces – the route, the load, and the infrastructure – fit together, the results can be very compelling. That’s when the solutions shows a tangible difference and the technology proves its value,” says Claudio.
When is an e-reefer the right solution?
Only when the situation allows for it. We see the e-reefer as the inevitable future of refrigerated transport, but we remain pragmatic: it isn't the right solution for everyone yet.
Route profiles, dwell times, loads, infrastructure access and vehicle configuration all determine whether the solution works – or doesn’t. "Every implementation requires tailored solutions," Claudio states. "But the moment those puzzle pieces fit together, the results can be very compelling. That’s when the solutions shows a tangible difference and the technology proves its value," he adds.
"Look at our test with a major supermarket chain using a regenerative axle: because it was used for urban distribution, with constant braking and accelerating, the generator was able to keep the battery fed continuously. The result was remarkable; based upon this solution, the unit ran for fourteen months without ever needing to be plugged in.” explains Claudio.
"Another strong example is a logistics company distributing medicines to pharmacies," Arjan adds. "There, you see how a battery-only solution can operate very reliably within a highly predictable routine. Those trailers are already at the dock at night for loading and unloading, exactly where the charging infrastructure was located. They are deployed for distribution during the day and go straight back on the charger upon return. Because those routes are so predictable and the charging window is fully integrated into the operation, the return on investment is very favorable without the need to invest in regenerative axle technology."
Today, everything has become a custom solution
"At the same time, it’s a trap to think that an e-reefer can be deployed anywhere," Arjan notes. "While a diesel engine can handle almost anything, with the only variable being fuel consumption, electric cooling requires a sharp focus. With diesel, it doesn't really matter how you use it; the engine will pull through. But with a fully electric solution, the size of your battery pack is directly linked to your operation. If the routes aren't predictable or the right charging options are missing, the solution quickly reaches its limits."
Claudio emphasizes that this depth of analysis is essential: "This means we are taking on an increasingly advisory role. We often ask dozens of questions before we can properly advise a customer: how often does the door open? What is the load? What does the infrastructure look like along the route and at the destination? Today, everything has become a custom solution. And that customization starts with how you view energy within your own fleet."
Energy awareness: the end of the "bottomless" tank
"The transition to an e-reefer requires a fundamental shift in the mindset of both planners and drivers," Arjan explains. "A battery simply doesn't have the massive overcapacity of a diesel tank. You are forced to look at your consumption differently. Technically, the machine cools the same as a diesel-powered unit, but the real difference lies in the finite capacity of the battery. If doors are left open unnecessarily, the cooling motor must compensate for that loss. While a diesel engine pulls that effortlessly from its reserves, with a battery, you suddenly become acutely aware of every kilowatt. You simply don't have a buffer to absorb waste if you need to finish the route without opportunity charging.
It forces everyone in the chain toward a much higher level of efficiency and planning. I don't see that as a limitation, but rather as a positive incentive to handle energy more intelligently. Technology simply asks people to manage their energy use more efficiently than they were used to."
Infrastructure requirements
While that change in mindset is essential, the technical transition shouldn't be a barrier. A common misconception is that complex charging stations are required immediately, but Arjan indicates the step is smaller than many think:
"You see charging poles popping up everywhere for electric cars, and electric trucks require even heavier infrastructure. But for an e-reefer, a standard CEE connection, the industrial plug that almost every facility already has, is often enough. It’s simply a matter of discipline: virtually all modern cooling engines already have a standby function, so as soon as a unit is stationary for loading or unloading, it should be plugged in."
Than again it al depends on how many units you need to charges, and the size of your connection. The grid is not unlimited and not everyone has the required connection to the grid.
TCO and the e-reefer
Looking at upfront investment alone doesn’t tell the full story, Arjan argues. “It is often approached too narrowly.”
We’ve seen a clear shift: while sustainability was initially the primary driver, rising fuel costs have become a key business consideration. With diesel prices largely beyond companies’ control and electricity increasingly attractive – particularly when combined with self-generation – the economic case has become more compelling. Reducing dependence on diesel can significantly improve cost efficiency and strengthen operational margins, especially when combined with a range of additional benefits that are often overlooked:
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Free energy: "Customers with solar panels on their roofs often have surplus energy. If you can put that into your e-reefers, the business case becomes significantly stronger," says Arjan.
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Residual value: The residual value of electric units is proving to be higher in practice than initially estimated.
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Maintenance: Maintenance on the diesel engine part is eliminated. While statutory refrigerant (F-gas) checks remain, workshop visits for engine-related issues are a thing of the past.
In practice
"At first, drivers often need some time to adjust, but once they are out on the road with the e-reefer, they get used to it and know how to operate it" Claudio explains. "The single biggest advantage is peace and quiet; the noise level is so low that you can deliver in the middle of a residential area early in the morning without disturbing anyone. That’s not just pleasant for the driver and the neighborhood; it offers a clear commercial opportunity. Fleets gain wider access to urban areas and greater operational flexibility, while the silent, emission‑free unit also creates positive visibility for the company. Even though the purchase price is higher, we increasingly see this investment creating meaningful commercial value over time”
Strategic advice: experience it for yourself
"Because the benefits for transport companies can be so significant in the right situations, it’s essential to recognize and seize those opportunities," Claudio concludes. "At TIP, we help operators make the right decisions. We do that based on the vast amount of data from all our pilots and our years of field experience. Because we are brand-independent, we can offer all possible brands and technologies, looking purely at what is the best solution for your specific operation.
And the easiest and practical first step is to start with a test unit; it allows you to experience the technology yourself in your own operation before making a final commitment. In my view, that would be the best way to start."
