Category: News

Amid severe fluctuations in fuel pricestriggered by the Iran war, the transition to alternative drivetrains is gaining serious traction, including for commercial vehicles. But where does the transition actually stand today?

Car registrations point to a clear trend: demand for battery-electric drivetrains is rising. According to the Kraftfahrt-Bundesamt (KBA) in Flensburg for the first half of 2026, the share of newly registered EVs increased by around 48% year-on-year, representing almost a quarter of all new car registrations. Hybrids fared even better, accounting for almost 40% (a +9.8year-on-year increase). Both drivetrain types are benefiting from currently high fuel prices as well as new government subsidies introduced this year, alongside an increasing availability of more affordable EVs on the German market. Therefore, Germany’s new-car registrations are very much in line with the wider European trend.

According to the European Automobile Manufacturers’ Association (ACEA), , the strong growth in new EVs over the first five months of 2026 was, on a European scale, primarily driven by three countries,: Italy (+75.7%), France (+55.4%) and Germany (+40.9%).

In the long term, however, ongoing operating costs will be among the factors determining how many electric vehicles actually attract buyers. A key factor of this is the cost of charging at public charging stations, as the opportunity to charge at a domestic wallbox – ideally using self-generated solar power – is highly limited, particularly in urban areas. And those traveling longer distances must rely on public charging infrastructure anyway. There, prices vary significantly and depend heavily on the vehicle owner’s contract status. Anyone wishing to charge completely independently at a fast charger can face rates of up to 85 cents per kWh. At this price point, travelling by EV becomes an expensive undertaking – and can end up costing more than driving a conventional diesel or petrol car, even with considering today’s high pump prices.

For commercial vehicles, the market presents a somewhat different picture: 92% of newly registered trucks in Europe were powered by diesel fuel in the first quarter of 2026. In Germany, this applied to 91% of new trucks. This highlights a significant difference between trucks operating over long distances and buses, many of which are used in urban public transport. Of the latter, nearly 35% were newly registered with an alternative drivetrain in the first quarter of 2026 – both on an European scale and within Germany.

Given the high proportion of conventional internal combustion engines among trucks, the widespread deployment of renewable fuels like HVO becomes all the more critical if the transport sector’s climate targets are to be even remotely achieved.

The necessity becomes even more apparent when looking at Europe’s total vehicle fleet: roughly 96% of trucks in the European Union run on diesel, while only 0.3% are electric. This is according to figures from trans.iNFO, one of Europe’s largest online news portals for the transport, freight and logistics industry.

Bottom line: The conflict in Iran and its impact on the oil markets have made logistics more expensive. Diesel prices have still not returned to pre-war levels, and Germany’s newly introduced “12 o’clock rule” pricing regulation for fuel stations hasn’t changed this either. However, the transition away from the internal combustion engine will a lengthy process for commercial vehicles just as much as for cars.

Renewable fuels are therefore indispensable – not least because of the increasing age of the vehicles on the road. In Europe, the average age of a truck stands at around 14 years (almost 10 years in Germany), while passenger cars average almost 13 years (10.9 years in Germany as of 1 January, 2026).

Electric trucks are slowly gaining traction across various sectors. In the mid-sized energy trade, however, they are still the exception.

Large haulage companies have already begun to electrify their truck fleets step by step. The currently high fuel prices could provide an additional incentive for fleet operators to consider switching. Although diesel prices fell by saround 12 percent in May compared to their peak in April of this year, according to the ADAC, the national average is still nearly 30 cents above the level at the beginning of the year..

In addition, substantial subsidies are still available for the purchase of electric trucks – covering up to 80 percent of the additional cost of a battery-powered truck compared to a conventional diesel. Following renewed approval by the European Commission, the German Federal Ministry for Digital and Transport (BMDV) was able to extend the directive on the promotion of commercial vehicles with alternative, climate-friendly driving systems and the associated refueling and charging infrastructure (KsNI Directive) through the end of 2026, as reported by NOW, the National Organization for Mobility Transition. What comes after that is not yet known. Electric trucks are also exempt from road tolls, and the charging infrastructure is expanding, although many (potential) users would say nowhere near fast enough.

Even a tanker delivering heating oil or diesel to customers could, in principle, run on an electric drivetrain today, provided the relevant hazardous goods regulations are amended accordingly.

So, the option is there. But what is the situation in practice in the mid-sized energy distributors sector?

As for now, electric trucks remain the exceptionThere are a small number of battery-powered vehicles are known to be used for the delivery of wood pellets, and a handful of electric aircraft refueling tankers have begun appearing at airports.

Why, then, haven’t conventional distribution vehicles, the kind that deliver heating oil to residential customers, adopted electric drive systems?

There appear to be several practical reasons. Despite subsidies, acquisition costs for an electric truck are still higher than those of conventional diesel vehicles, and there’s lingering uncertainty about what used electric commercial vehicles will actually be worth down the line.

Furthermore, we must not overlook the broader situation energy traders are facing right now. Cost pressure is mounting across the board. Route planning could get more complicated with electric trucks . And with the sharp rise in oil prices, customers are holding back back on orders, leading to an extreme slump in heating oil demand. Under such market conditions, competition is particularly fierce and margins shrink.

In this situation, many mid-sized fuel distributors are carefully assessing whether they can or should invest in a new vehicle that costs significantly more than the one it’s replacing.

And there’s one more thing worth considering: if you keep running your existing diesel truck on renewable fuels like HVO, you can still achieve meaningful reductions in CO₂ emissions without the capital outlay of new technology. Even if this option doesn’t receive the political recognition it deserves. In fact, it’s a genuinely open question which drivetrain actually delivers the better overall carbon footprint: one that runs on renewable fuels, or a battery-electric truck drawing power from a grid that still generates close to half its electricity from fossil fuels.

E-Lkw nehmen in verschiedenen Bereichen langsam Fahrt auf. Im mittelständischen Energiehandel sind sie aber noch die Ausnahme.

Es gibt bereits große Speditionen, die ihre Lkw-Flotten Stück für Stück elektrifizieren. Die aktuell hohen Kraftstoffpreise könnten dabei für Fahrzeugbetreiber ein Anlass mehr sein, über einen alternativen Antrieb nachzudenken. Denn obwohl der Dieselpreis im Mai gegenüber den Höchstwerten aus dem April dieses Jahres um rund 12 Prozent gefallen ist, liegt er im bundesdeutschen Durchschnitt nach Angaben des ADAC immer noch knapp 30 Cent über dem Niveau von Anfang dieses Jahres.

Zudem gibt es für die Anschaffung von E-Lkw noch erhebliche Fördermittel – zumindest bis zu 80 Prozent des Mehrpreises eines batteriebetriebenen Lkw gegenüber der klassischen Diesel-Variante. Nach einer erneuten Genehmigung durch die Europäische Kommission konnte die Richtlinie über die Förderung von Nutzfahrzeugen mit alternativen, klimaschonenden Antrieben und dazugehöriger Tank- und Ladeinfrastruktur (KsNI-Richtlinie) des Bundesministeriums für Digitales und Verkehr (BMDV) bis Ende des Jahres 2026 verlängert werden, wie man bei der NOW, der Nationalen Organisation für den Wandel in der Mobilität, nachlesen kann. Wie es weitergeht, ist allerdings noch nicht bekannt. Außerdem sind E-Lkw von der Maut befreit und die Ladeinfrastruktur wächst, wenn auch aus Sicht vieler (potenzieller) Nutzer zu langsam.

Und selbst ein Tankwagen, der beispielsweise Heizöl oder Diesel zum Kunden bringt, könnte nach der entsprechenden Anpassung des Gefahrgutrechtes heute mit einem Elektromotor unterwegs sein.

Die Option ist also da. Aber wie sieht es in der Praxis im mittelständischen Energiehandel aus?

Hier sind E-Lkw bisher die Ausnahme. Bekannt ist eine begrenzte Zahl batteriebetrieber Lkw, die zur Auslieferung von Holzpellets genutzt werden. Erste Flugfeldtankfahrzeuge fahren ebenfalls mit Elektromotoren.

Warum aber haben klassische Verteilerfahrzeuge etwa für die Endkundenbelieferung mit Heizöl noch keinen elektrischen Antrieb an Bord?

Offenbar stehen dem verschiedene ganz praktische Gründe entgegen. Die Anschaffungskosten für einen E-Lkw bleiben trotz Förderung höher als für das klassische Dieselfahrzeug. Überdies bestehen noch immer Unsicherheiten mit Blick auf die Restwerte gebrauchter Stromer.

Zudem darf man die derzeitige Lage der Energiehändler nicht außer Acht lassen. In allen Bereichen steigt der Kostendruck. Auch könnte die Tourenplanung unter Umständen mit dem E-Lkw komplizierter werden. Hinzu kommt: Durch die stark gestiegenen Ölpreise halten sich aktuell die Kunden mit Bestellungen zurück, was zu einem extremen Einbruch der Heizölnachfrage geführt hat. Unter solchen Marktbedingungen ist der Wettbewerb natürlich besonders hart, die Erlöse sinken.

In einer derartigen Situation prüfen viele Mineralölmittelständler sehr genau, ob sie sich jetzt ein neues – und dazu noch kostspieligeres – Fahrzeug leisten können und wollen.

Und schließlich: Wird der bisherige Diesel-Lkw ohne teure Investitionen in neue Technik mit regenerativen Kraftstoffen betrieben – etwa mit HVO – können die CO2-Emissionen ebenfalls erheblich gesenkt werden, auch wenn das politisch nicht in gleichem Maße anerkannt wird. Dabei ist es durchaus strittig, welcher Antrieb die bessere CO2-Gesamtbilanz aufweist: der mit erneuerbaren Kraftstoffen oder der batterieelektrische, dessen Strom hierzulande noch immer zu fast 50 Prozent aus fossiler Energie erzeugt wird.

There are already a number of practical ways to reduce CO₂ emissions in the logistics sector. In this and upcoming newsletters, we explore various sustainable drive energies.

HVO (Hydrotreated Vegetable Oil)

Fueling conventional diesel trucks with HVO is arguably one of the simplest and — at least in terms of initial investment — most cost-effective ways to advance climate protection in road transport.

Since 29 May 2024, HVO has been officially approved for sale as a pure fuel (HVO100) at public filling stations in Germany. Since then, the network of stations offering this alternative fuel has been steadily expanding. The legal basis was created by the inclusion of “paraffinic diesel fuel” in the 10th Federal Immission Control Ordinance. At the pump, this “green” diesel is labelled “XTL” — an abbreviation also found on vehicle fuel caps to indicate compatibility with this fuel.

XTL stands for “X-to-Liquid,” signifying that the synthetic paraffinic diesel can be produced from a variety of feedstocks (X), such as biomass or waste oils.

Because HVO is drop-in compatible, it can be blended with conventional diesel fuel to DIN EN 590 in varying proportions. Classified as paraffinic under EN 15940, HVO burns cleaner than its fossil counterpart and, as a pure fuel (HVO100), reduces new CO₂ emissions by up to 90% compared to conventional diesel.

Seamless in operation

For logistics operators, a truck running on HVO performs exactly like any standard diesel vehicle — no compromises. Most modern diesel trucks can be fueled with HVO100 without issue, and technical retrofitting is generally not required, though manufacturer approval is still recommended.

Neste, for example — the world’s leading producer of sustainable fuels — offers Neste MY Renewable Diesel™, a product that meets the specifications of both ASTM D975 and EN 15940 and is, according to the manufacturer, fully compatible with all diesel engines.

HVO is being adopted by a growing number of users — including companies that produce sustainability reports and are actively working to reduce their carbon footprint. Public fleet operators such as municipalities can also meet the requirements of the German Clean Vehicles Procurement Act (SaubFahrzeugBeschG) simply by fueling their fleets with HVO100.

Conclusion

HVO is a sustainable fuel that requires no investment in new vehicle technology, making it a highly practical and impactful way to significantly reduce the emissions of existing fleets. Supply is secure.

Still in its infancy in Germany and newly on the agenda across Europe: E20–the gasoline blend with a 20 percent bioethanol content. Especially in an era of rising fuel prices, higher ethanol blends could offer real relief for drivers.

E20 promises a range of advantages for the mobility of the future:

• CO₂ emissions in the transport sector are reduced immediately,as the biomass used to produce bioethanol only releases as much CO₂ during combustion as the plants absorbed from the atmosphere during their growth phase.
• The bioethanol share is not subject to carbon pricing, making E20 comparatively cost-effective.
• Automotive experts see positive combustion properties in modern engines–particularly thanks to ethanol’s high knock resistance.
• Many modern vehicles–from manufacturers such as VW, BMW, and Mercedes—have been proven in tests to be compatible with E20. With these manufacturer approvals in place, there’s no practical barrier to rolling out the new fuel.

Early trials are already underway in Germany, confirming E20’s real-world suitability. These tests demonstrate that E20 can be used in everyday driving without any restrictions. Following the first location in Mannheim, a second E20 filling station recently opened in Gießen, where closed fleets can refuel on a trial basis. Due to pending regulatory adaptations, E20 cannot yet be sold freely at public pumps in Germany.

Recent endeavors by the EU Commission could accelerate E20’s rollout. Brussels is actively exploring the introduction of E20 fuel with an eye on both transport sector climate targets and reducing pump prices for consumers–a topic that has taken on added significance against the backdrop of the war involving Iran.

To free up space at the pump for the new fuel, Germany is debating whether to abolish the mandatory requirement to offer E5-currently a “protected grade”. A study by Saarland University of Applied Sciences (htw saar) found that only 0.1 percent of the kilometers driven by gasoline-powered vehicles in Germany still require E5.  Conversely, this means nearly 100 percent of petrol cars are now compatible with E10. Consequently, E5 no longer needs to be universally available at German filling stations–a solid foundation for introducing E20 as the next step towards climate-friendly mobility, without having to phase out the internal combustion engine.

And it’s worth remembering: E20 is far from a stranger on the global stage. In countries like India, Thailand, Brazil, and the United States, gasoline blended with higher bioethanol ratios has, in some cases, been used at the pumps for. It’s high time for Europeand Germanyto follow suit.

---

 

When logistics costs increase, the impact ripples across the entire economy—from industry households. So far, government measures haven’t had the intended effect. The hard facts speak for themselves.

In times of crisis, it becomes evident what a functioning economy—and Germany’s prosperity—truly depend on: a secure and affordable energy supply. And that includes far more than just electricity. While much attention is given to the growing share of wind and solar power, electricity still accounts for only around a quarter of total energy consumption.

Just as crucial are fuel availability and prices. When costs surge, consequences are severe: After all, around 85% of all goods are transported by road.

According to calculations by the German Federal Association for Road Haulage, Logistics and Disposal (BGL), a 10% increase in diesel prices raises total costs by 3%, since fuel expenses account for roughly one third of overall expenses in the transport sector.

Applying this calculation to the current situation–with diesel at the pump being already about 40 % higher than the February average, according to ADAC—road transport costs rise by 12%.

As almost every product depends on road transportation, these price surges affect every sector of the economy. Economists such as Monika Schnitzer, Chair of the German Council of Economic Experts and Professor of Economics at LMU Munich, are warning that high oil and gas prices will “significantly dampen economic growth.” Ulrich Kater, Chief Economist at DekaBank, expects economic growth to decline by half a percentage point. Both assessments appeared in Das Parlament, the weekly newspaper published by the German Bundestag.

At the same time, it is still unclear how long the Iran conflict will last or how far it may escalate.

So far, government measures—such as allowing pump prices to increase only once per day—have failed to ease the situation. On the contrary, since the fuel measures package came into effect in early April, reports of new diesel price records have multiplied.

It should also be noted that the German government itself has played a significant role in driving up diesel prices in recent years. According to calculations by the BGL, around 47 cents per liter are attributable to the energy tax, approximately 20 cents per liter to CO₂ charges, and about 35 cents per kilometer to truck tolls—of which nearly 16 cents per kilometer stem from CO₂-related components. These factors apply independently of current market fluctuations, indicating that there is genuine potential for political measures to reduce logistics costs and thereby ease pressure on the broader economy. Nevertheless, it seems that the current strain on public finances leaves limited scope for such interventions.

And finally, for the sake of completeness: Various stakeholders are currently using the Iran crisis as an argument to accelerate the push for electrification in logistics. One key point overlooked, however, is that rising gas prices also drive-up electricity rates. This may not be immediately apparent short term—especially for private consumers with long-term contracts—but large industrial buyers procuring electricity on the spot market feel the effect straight away.

The root cause lies in the electricity pricing structure, the so-called merit-order principle. Under this system, power plants are dispatched in order of their marginal costs. If renewable capacities are insufficient, gas-fired power plants are brought online, ultimately setting the market price. As Germany has phased out—or plans to phase out—other generation capacities, new gas-fired plants are expected to secure electricity supply. As a result, the current dynamics of electricity pricing are unlikely to change anytime soon.

There are quite a few practical options already available for reducing CO₂ emissions in the logistics sector. In this and upcoming newsletters, we will be looking at various sustainable fuel alternatives.

HVO (Hydrotreated Vegetable Oil)

Fueling conventional diesel trucks with HVO (Hydrotreated Vegetable Oil) is arguably one of the simplest methods of advancing climate protection in road transport — and, at least in terms of upfront investment costs, one of the most affordable.

Since May 29, 2024, HVO has been officially approved for sale as a pure fuel (HVO100) at public filling stations in Germany. Since then, the network of stations offering this alternative fuel has been growing steadily. The legal basis was established by the inclusion of “paraffinic diesel fuel” in Germany’s 10th Federal Immission Control Ordinance (BImSchV). At the pump, this “green” diesel is labeled “XTL” — an abbreviation also found on fuel caps of compatible vehicles to indicate they can run on this fuel.

XTL stands for “X-to-Liquid”, indicating that the synthetic paraffinic diesel fuel can be produced from a variety of feedstocks (X), such as biomass or waste oils.

Because HVO is “drop-in capable”, it can be blended with conventional diesel fuel meeting DIN EN 590 in varying proportions. Classified as paraffinic under EN 15940, HVO burns more cleanly than its fossil counterpart and, when used as a pure fuel (HVO100), reduces new CO₂ emissions by up to 90% compared to conventional diesel.

Seamless in Operation

For logistics operators, a truck running on HVO performs every bit as well as any standard diesel vehicle. Most modern diesel trucks can be fueled with HVO100 without any issues, and technical conversion is generally not required — though manufacturer approval is still recommended.

Neste, for example — the world’s leading producer of sustainable fuels — offers Neste MY Renewable Diesel™, a product that meets the specifications of both ASTM D975 and EN 15940 and is, according to the manufacturer, fully compatible with all diesel engines.

HVO is being adopted by a growing number of customers — including companies that carry out sustainability reporting and are actively looking to reduce their carbon footprint. Public fleet operators such as municipalities can also meet the requirements of Germany’s Clean Vehicles Procurement Act (SaubFahrzeugBeschG) by fueling their fleets with HVO100.

Conclusion

HVO is a sustainable fuel that requires no investment in new vehicle technology, making it a highly effective way to significantly reduce emissions from existing fleets. Supply of HVO is secure.