The first table compares total cost of ownership between a diesel and electric fleet over your chosen contract period. CAPEX is split between trucks (the vehicles themselves) and charging infrastructure (chargers + grid connection + battery buffer if needed). For electric, infra cost is shown after the selected EU subsidy. Notice: electric CAPEX is significantly higher upfront, but OPEX savings over 7-10 years more than compensate.
| A | B | C | D | E | |
|---|---|---|---|---|---|
| Diesel | Electric | Δ € | Δ % | ||
| 1 | CAPEX | 9.60 | 20.44 | +10.84 | +113% |
| 1a | └ Trucks | 9.60 | 15.84 | +6.24 | +65% |
| 1b | └ Chargers (net of subsidy) | — | 4.60 | +4.60 | — |
| 2 | OPEX (lifetime) | 31.87 | 15.16 | −16.71 | −52% |
| 2a | └ Energy | 19.80 | 11.90 | −7.90 | −40% |
| 2b | └ Other (maintenance, tolls, insurance) | 12.07 | 3.26 | −8.81 | −73% |
| 3 | TCO total | 41.47 | 35.60 | −5.87 | −14% |
| 4 | ROI total CAPEX | — | =5.87 / 20.44 | — | 29% |
| 5 | ROI delta CAPEX | — | — | =5.87 / 10.84 | 54% |
Same numbers, divided by fleet size — useful for CFOs benchmarking against current per-vehicle costs. TCO delta per truck is the single most important figure for procurement decisions. ROI total measures return on the full CAPEX outlay (as if you were comparing this investment to bonds). ROI delta measures return on the incremental investment over diesel — typically much higher.
| A | B | C | D | E | |
|---|---|---|---|---|---|
| Diesel | Electric | Δ € | Δ % | ||
| 1 | CAPEX | 120 | 255 | +135 | +113% |
| 1a | └ Trucks | 120 | 198 | +78 | +65% |
| 1b | └ Chargers | — | 57 | +57 | — |
| 2 | OPEX (lifetime) | 398 | 190 | −209 | −52% |
| 3 | TCO total | 518 | 445 | −73 | −14% |
| 4 | ROI total CAPEX | — | =73 / 255 | — | 29% |
| 5 | ROI delta CAPEX | — | — | =73 / 135 | 54% |
The negative CAPEX hits in year 0. From year 1, operational savings start flowing in. EU subsidies typically arrive in years 2-4 as tax-deductible OPEX items, not as upfront CAPEX reduction (accounting reality). The infrastructure residual value is captured in the final year. Look for the ✓ — that is when cumulative cashflow turns positive (payback achieved). Note: this is nominal cashflow. Apply your own discount rate for NPV.
| A | B | C | D | E | F | G | H | ||
|---|---|---|---|---|---|---|---|---|---|
| Y 0 | Y 1 | Y 2 | Y 3 | Y 4 | Y 5 | Y 6 | Y 7 | ||
| 1 | Δ CAPEX | −10.84 | — | — | — | — | — | — | — |
| 2 | Δ OPEX | — | +1.80 | +1.62 | +1.77 | +1.93 | +2.50 | +2.55 | +2.44 |
| 3 | Subsidy | — | — | +0.68 | +0.68 | +0.67 | — | — | — |
| 4 | Residual value | — | — | — | — | — | — | — | +0.32 |
| 5 | Net Δ per year | −10.84 | +1.80 | +2.30 | +2.45 | +2.60 | +2.50 | +2.55 | +2.76 |
| 6 | Cumulative | −10.84 | −9.04 | −6.74 | −4.29 | −1.69 | +0.81 ✓ | +3.36 | +6.12 |
The fleet investment is compared against alternative uses of the same capital over the same period. Risk-adjusted, the electric fleet typically outperforms savings accounts and government bonds, while being more conservative than public equities. It also generates strategic value (ESG reporting, customer retention via zero-emission contracts, fuel independence) not captured in this table.
| A | B | C | D | E | |
|---|---|---|---|---|---|
| Investment | Yield/yr | Risk | End year 7 |
Below is the complete mathematical derivation behind the tables above. Every value substitutes the parameters you selected. Bank analysts and CFOs can audit each step. All formulas are live — they recalculate when you change any parameter.
The annual cashflow table uses a realistic growing OPEX-saving curve, not a flat line. Maintenance gap widens over time (diesel grows €4.8k → €15.5k/yr, electric stays €2.2k → €6.8k/yr), so savings grow proportionally.
Each passive investment alternative is compounded annually on the same capital (CAPEXe) over the contract length. The fleet line uses actual TCO savings, not compound — it represents real cashflow benefit, not return on principal.