The debate on the ecological transition of road freight transport has gained new momentum with the publication of a study in June 2025 by Einride, carried out in partnership with German retailer Rewe and the Fraunhofer ISI. According to the findings, simply replacing diesel lorries with electric models is not enough to reduce the environmental impact of logistics. Instead, a complete rethink of the entire freight transport operating structure is required.
The report analyses the complex logistics network of Rewe in north-eastern Germany, which handles more than 38,000 shipments each month from two distribution centres to over 500 supermarkets, using more than 200 commercial vehicles. Based on this real-world system, the authors compare two approaches to electrification. The first, known as “1:1 replacement”, assesses whether a battery-electric truck can operate the same route in the same way as a diesel vehicle. The second, referred to as “re-planning”, redesigns the entire logistics system from scratch, using raw shipment data to redefine routes, assignments and schedules in line with the specific characteristics of electric vehicles.
At the heart of the second strategy lies software developed by Einride that can automatically and dynamically solve the problem of routing electric vehicles. This approach is based on metaheuristic algorithms within the field of artificial intelligence, capable of simultaneously evaluating thousands of possible logistical configurations. The aim is to minimise costs and maximise the use of electric trucks, taking into account constraints such as remaining battery range, charging needs and cargo volume.
According to the study, re-planning makes it possible to double the volume of goods transported electrically, reaching a 55% share in tonne-kilometres compared with 26% under the traditional model. Furthermore, an analysis of total cost of ownership reveals that while both approaches are more cost-effective than relying solely on diesel vehicles, re-planning can cut costs by 8%, compared to just 3% with the 1:1 replacement method.
But the benefits go beyond the figures. The study highlights a shift in operational models described as “operational segmentation”. Electric trucks, which have lower running costs but limited range, are assigned to short, frequent, high-load routes. Diesel vehicles are instead reserved for longer distances that are unsuitable for electric traction. This specialised deployment of resources, made possible only through algorithmic planning, enhances the overall efficiency of the system.
The robustness of these findings was also tested through sensitivity analyses. In scenarios without purchase incentives, the 1:1 replacement approach loses its economic viability, while re-planning remains both cost-effective and capable of maintaining a high level of electrification. The introduction of higher-capacity batteries (up to 600 kWh) improves both models, but the re-planning strategy makes the most of the new capabilities, widening the performance and savings gap.
The study concludes that it is not technology alone that makes the difference, but the intelligence with which it is deployed. The evolution of heavy-duty logistics towards low-emission models necessarily requires a deep overhaul of operational logic, driven by advanced analytical tools. Therefore, according to the researchers, intelligent planning is not merely an option, but an enabling condition to overcome current limitations and accelerate the decarbonisation of road freight transport.
