Solar panels on trucks, vans, and trailers have long been seen as a nice idea with limited utility. The European research project SolarMoves now demonstrates that the technology can be significantly more relevant for logistics than previously assumed. In particular, researchers see measurable potential in electric trucks, trailers, refrigerated transports, and auxiliary units. In the SolarMoves project, TNO, Fraunhofer ISE, Sono Motors, IM Efficiency, and Lightyear, commissioned by the European Commission, examined how much energy vehicles can generate themselves when solar panels are integrated directly into roofs, hoods, or side panels. This technology is referred to as Vehicle Integrated Photovoltaics, or VIPV. The study is based on data from 23 different vehicle types, ranging from compact city cars to heavy trucks. Additionally, measurement data from 1.3 million kilometers driven were evaluated and combined with Meteosat satellite data and weather data from Amsterdam and Madrid. This approach provided not only lab values but also a realistic picture for on-road use. For the transport industry, one result is particularly exciting: For electric trucks, VIPV can increase daily range by up to 15 percent. This does not solve every charging problem, but it can help precisely in situations where a vehicle is just short of making the next tour, the next charging window, or the next dispatch limit. The potential is even larger for trailers. According to the project results, truck trailers can generate up to 55 kilowatt-hours per day in summer. If the side walls are also equipped with solar panels, the possible yield increases to 90 to 110 kilowatt-hours per day. This energy can be used for refrigerated units, hydraulic systems, heating, or other ancillary consumers. This means that solar energy on commercial vehicles is not only a topic for electric trucks. Diesel trucks can also benefit when auxiliary units require less fuel. Particularly in refrigerated transports, this is interesting because refrigerated units consume a lot of energy in operation and often run separately. If part of this energy comes directly from the trailer, fuel consumption, emissions, and operating costs decrease. At the system level, the topic is also relevant. Researchers calculated that the electricity demand from the European grid could decrease by 15.6 terawatt-hours by 2030 if all new vehicles produced between 2024 and 2030 are equipped with integrated photovoltaics. Fraunhofer ISE compares this amount to the annual production of around 2,200 onshore wind turbines, each with a capacity of 3 megawatts. For fleet operators, the message remains sober. Solar on the truck roof does not replace charging infrastructure. It also does not replace a clean fleet plan, depot charging, or energy strategy. But it can reduce energy demand, utilize downtimes better, and somewhat decrease dependence on the grid. The technology is particularly interesting where vehicles are often parked outdoors, operate on fixed routes, or require permanent energy for auxiliary units. Another point: Vehicles and trailers offer large areas that often remain unused today. Trailer roofs, side walls, and structures are not aesthetically pleasing areas from a logistics perspective, but rather working areas. When they generate electricity, the truck does not become a large-scale solar power plant. However, it becomes more efficient. This is the practical value. The topic also fits well into the current logistics debate because electric trucks face challenges beyond vehicle prices. In many regions, it involves charging capacity, grid connections, yard capacities, time windows, and route planning. VIPV cannot solve these problems alone, but it can somewhat reduce the pressure. For the industry, this is less science fiction and more a possible building block in a larger system.