Webinar: Electric Trucks
At a SASTA Webinar attended by 45 delegates on 6 October 2026, Professor Lesedi Masisi of the University of Witwatersrand provided a background to electric vehicles. He explained how the control systems convert chemical potential energy into mechanical energy when propulsion is required, and the reverse scenario when regenerative braking is used to recharge the onboard batteries. Various configurations and contrasting designs of electric motor drives were presented and the case for permanent magnet drives presented as an appropriate choice for traction motors.
This set the scene for Mr Mike Barker of the SAIEE and member of the IEEE Electric Vehicle (EV) technical committee, who challenged the thinking around inflationary based energy tariffs. He argued that energy supply and demand dynamics would likely shape future energy costs as is being practised in other parts of the world.
With regards to EV’s, Mr Barker suggested that battery swapping was preferred over battery ownership. Many systems currently being trialled elsewhere allow for battery swapping in a matter of a few minutes. The reasons motivating for a battery swapping stations were:
• the weights of the batteries
• the need to fit only the number of batteries required for the trip
• Centralised handling facilities
• the battery recharging facility can manage and maintain batteries according to carefully controlled standards that would be difficult for the EV owner to replicate
• A centralised skills hub is advantageous for battery technology upgrades, battery refurbishment and battery recycling
• Battery upgrades would thus not be for the end users cost but be part of an overall service provided
• A separate delineation between chemical and mechanical asset classes may be considered.
Some interesting discussion topics arose during the question-and-answer session:
• Battery weight of the battery was noted as a concern resulting in lower payloads. However, the argument was made that the shorter lead distances for trucks in the sugar industry would allow for smaller battery packs and hence unlock additional payload per trip. In addition, the rate of battery technology advancements were noted to lead to a 10% weight reduction every 2-3 years.
• It was noted that acceleration and torque were readily available in an EV wheel motor and thus contrasted against the mechanical requirements of a heavy duty multiple geared drivetrain of the ICE.
• For local adoption, a major limitation within the current sugarcane transport system was over-fleeting resulting in unproductive time spent at mill-yards awaiting offloading. This is a systemic issue that would result in disproportionately high capex costs.
• The fire and hazards around the use of lithium ion batteries were also noted, however, battery safety standards are continuously advancing to mitigate these risks. The value of the batteries to the manufacturer would also negate some of the toxicity concerns given that the manufacturer would be most advantaged in securing the recycling and refurbishment of used batteries.
• In terms of life cycle assessments, it was noted that the battery chemistries, battery management, and operating conditions make the battery durability and life-cycle approach difficult to ascertain. This was contrasted against mechanical drivetrains that are well understood. The proposed adoption strategy may be to partner with battery manufacturers to supply, service, refurbish, recycle and advance the batteries and battery technologies, while the mechanical components of the vehicle could be purchased and managed separately.
