麦肯锡 -零排放卡车能否具备可行性以及需要采取哪些措施来提升其普及度 Can zero-emission trucks become viable–and what will it take to boost adoption

Mcsey

&company

Travel,Logistics&InfrastructurePractice

Canzero-emissiontrucks

becomeviable–andwhatwillittaketoboostadoption?

Thetotalcostofownershipforzero-emissiontrucksremainssignificantlyhigherthanforinternalcombustionengineones.Closingthisgapcould

boostthetransitiontozero-emissiontruckfleets.

byDilipBhattacharjeeandMoritzRittstieg

withCrossPaganoandSaralChauhan

©GettyImages

March2025

Truckingisasignificantsourceofemissions.Giventhattransportationisthesecond-largestsourceofgreenhousegasemissionsinthe

UnitedStates,withmedium-andheavy-dutytrucksaccountingforaboutaquarterofthese,transitioningfleetstozero-emissionvehicles(ZEVs)hasemergedasanurgentpriority.1

McKinsey’srecentsurveyofmorethan200UStruckingfleetsfoundthatwhiletwo-thirdsare

committedtodecarbonizationandoverhalf

arepilotingZEVs,fewerthan10percentseea

viablepathtoscalingtheuseofZEVs.2Adoptioncurrentlysitsatafewthousandunitsperyear,

andevenwithdecarbonizationtargets,there

isuncertaintyaroundscalableandtimelyzero-emissiontruckadoption.3

FleetoperatorsaimingtomaketheZEVswitch

shareapersistentunderlyingchallenge:The

totalcostofownership(TCO)forZEVsremains

significantlyhigherthanthatofinternal

combustionengine(ICE)vehicles.TheTCOgaprangesbetween30and50percentcomparedtoICEvehiclesrunningondiesel.4

Otherbarrierstoscalingaremultifaceted;

forinstance,availableZEVmodels,though

improving,oftenstrugglewithuptimerate,whilecharginganddepotinfrastructureremains

underdeveloped.5Operationalcomplexityfurthercomplicatestheequation.6

ClosingtheTCOgapcouldbeessentialto

unlockingZEVadoptionatscale.Evenwith

thesignificantstructuralchallenges,therearemanyopportunitiesforfleetoperators,OEMs,andecosystempartnerstoactnow,collectively,andpavethepathtoazero-emissionsfutureatTCOparity.Thisarticleexploresthreeareasforpotentialaction:

1.TruckOEMscouldtakestepstoincrementallyreduceproductcostsanddelivertheir

offeringsintheUSmarketatscale—which,inturn,couldunlockopportunitiestocompeteeffectivelywiththeirglobalcounterparts.

2.FleetoperatorscanconsiderevolvingtheirZEVadoptionapproachfromplug-and-playtooperationstailoredtowardoptimizingtheuniquecapabilitiesZEVassetscandelivercomparedtoICEvehicles.

3.Serviceproviders,beyondOEMsand

fleetoperators,playanimportantrolein

reinforcinganecosystemthatsupportszero-emissiontruckadoptionatscale.Thismay

includesupplyingtherequiredchargingor

fuelinfrastructurealongfreightcorridorsanddevelopinginnovativefinancingofferings.

SizingtheTCOgap

AchievingTCOparityisapivotalenablerfor

theZEVtransition,butmostfleetsstruggle

toachieveittoday.TCOparityexistsforlight

vehicleslikevans,butforheavy-dutytrucking,TCOis50percenthigherinmanycases.7ThehurdlestoTCOparitydifferacrosstruck

archetypesandusecases.

Forexample,localdistributorsrunroutesthat,onthesurface,seemperfectforelectrification—lowdailymileage,predictableroutes,lightpayloads,andvehiclesthatreturntothesamedepoteachnight.However,theseoperatorsdon’tturnthe

vehiclesfrequentlyenoughtoamortizethe

higherzero-emissiontruckcosts.Torecouptheup-frontZEVcostsandapproachTCOparity,

localdistributorsmayneedtoincreaseutilizationandraisedailymileage(Exhibit1).

1“Sourcesofgreenhousegasemissions,”UnitedStatesEnvironmentalProtectionAgency(EPA),accessedJanuary16,2025;“Fastfactsontransportationgreenhousegasemissions,”EPA,accessedJune18,2024.

2

McKinseyFleetDecarbonizationSurvey(n=264respondents),distributedinAugust2022acrossfleetoperatorsinGermany,theUnitedKingdom,andtheUnitedStates.

3“Thebumpyroadtozero-emissiontrucks,”McKinsey,September13,2024.

4

McKinsey’sFleetDecarbonizationOptimizerTool(2024),basedonreal-worldEVfleetplansanddeployments.

5“Thebumpyroadtozero-emissiontrucks,”McKinsey,September13,2024.

6

Formoreonthetransition,see“Preparingtheworldforzero-emissiontrucks,”McKinsey,November17,2022.

7“Chargedlogistics:ThecostofelectricvehicleconversionforU.S.commercialfleets,”Ryder,May2024.

2Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?

Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?3

Exhibit1

Batteryelectricvehiclesareuneconomicalontotalcostofownershipformosttruckapplications.

Example:Heavy-dutytruckatcurrentTCO,costpermile,³$/mile

Infrastructure

Fuel/electricity

Maintenance

Vehicle

ICEBEV

+30%

Totalcostofownership(TCO)paritybyapplication,BEV¹vsICE²truck

SegmentApplicationApproximateBEVparityvsICE

Disparity

Parity

Light-duty

Parcelfinalmile

Medium-duty

Deliverystepvan

Utility/telecom

Garbagetruck

Heavy-duty

Intermodal

Distributor

Storededicated

Construction/mining

Dryvannetwork

1Batteryelectricvehicle.

2Internalcombustionengine.

3Excludingdriver.TCOnumbersareindicative,andcanbehighlyfieet-dependentandlocation-dependent.Source:McKinseyFleetDecarbonizationTool

McKinsey&Company

Conversely,long-haulfulltruckload(FTL)networkshavemultishiftoperationswithhighutilization

atover500milesperday.Yet,theirschedules

arelesspredictable,andthetimeavailableto

chargeislimited.FTLfleets’highpayloaddensityalsorequireslargebatteriesorhydrogentanks

supportedbyinfrastructurebuiltoutacross

freightcorridors.Relianceonpublicfast-chargingstations—oftenduringpeakelectricityrate

periods—addsunpredictabilityanderasesmuchofthevariablecostadvantagesofbatteryelectricvehicle(BEV)truckscomparedtoICEtrucks.

Beyondlowerup-frontvehiclecosts,apathto

paritymayrequireFTLfleetstotailorschedulestoallowforcharginginoff-peaktimesandto

formpartnershipstodevelopelectrifiedfreightcorridorsandreduceon-routechargingcosts.

TruckOEMs:Stepchangecost

reductionsforat-scaleeconomics

ForfleetoperatorsaimingforTCOparity,

theup-frontvehiclepricetagisarecurring

obstacle.8IntheUnitedStatestoday,BEVtruckscancostbetween50and250percentmore

thanICEalternatives.9Whiletherecouldbe

8“Thebumpyroadtozero-emissiontrucks,”McKinsey,September13,2024.

9

YihaoXie,HusseinBasma,andFelipeRodríguez,Purchasecostsofzero-emissiontrucksintheUnitedStatestomeetfuturePhase3GHGstandards,InternationalCouncilonCleanTransportationworkingpaper,number2023–10,March2023.

4Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?

opportunitiesforsavingsoutsideoftheasset—fuelandmaintenance,forexample—theseareless

predictable.Truckingfleetownersarehavingto

reckonwithhigherup-frontassetcostsagainsttheuncertainanticipationofloweroperationalcosts

andresidualvalueofZEVassetsinthefuture.

Tomaketheinitialoutlaysmorepalatablefor

fleetownersandmaintaintheirownprofitability,OEMscanlookforopportunitiestomakeastep-changereductioninBEVcostsbyimproving

strategicdesign,technology,andoperational

excellence.Systematiccostreductionpathways

couldtakeintoaccountbatterypacksourcing

anddesign,manufacturingandengineering

processimprovements,economiesofscale,

andwarrantyandsupportreduction.Ifsuch

measuresareimplemented,McKinsey’sbottom-

upmodelingsuggestsanup-frontcostreduction

ofapproximately$150,000,whichisinlinewith

costreductioninlightvehiclesorpassengercars

(Exhibit2).Toillustrate,USOEMscouldconsider

exploringcost-savingopportunitiesinthefollowingfourareas.

Exhibit2

Batteryelectricvehicleassetcostscouldpotentiallybereducedbymorethan30percent,helpingclosethetotal-cost-of-ownershipgap.

EstimatedimprovementsinBEV¹truckprices(illustrative),$thousand

Warrantycostreduction

•Reductionof

warrantyto

ICE²levels

(~1.5–2.5%)

mayimprove

margin

20–30Batterypack

•IRAsubsidyforlocalpackproduction

•Cellchemistry

choices

•Manufacturingeficienc

•Operationalexcellence

•Supplychain

choice

•Packdesignimrovement

InfiationReductionAct(IRA)subsidy

Manufacturingandengineering

•Structuraldesign

Marginimprovement

Scaling

20–30

25–30

25–30

55–65

–30%

40

40

py

optimization

•ER&D³

economiesofscale

CurrentICEtruckprice(150)

245

400

360

+60%

BEVtruckprice

(current)

BEVproductcost

(current)

BEVtruckpriceafter

allimprovements(future)

Note:Figuresmaynotsum,becauseofrounding.

1Batteryelectricvehicle.

2Internalcombustionengine.

3Engineeringandresearchanddevelopment.

Source:McKinseyBatteryInsights;McKinseyCenterforFutureMobility

McKinsey&Company

Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?5

Batterypacksourcinganddesign.Thisareaholdssignificantpotentialforpriceimprovement.Three

interventionscouldleadtocostsavingsofupto

$60,000.10First,in-sourcingornear-sourcing

batterycellproductionhasthepotentialtoreducecellcosts.IntheUnitedStates,localcellproductionandpackassemblycanbringeligibilityforbatterytaxcreditsof$45perkilowatt-hour(kWh)intotal.11Second,selectingcellchemistriesforcostby

movingfromhigh-costnickelmanganesecobalt

(NMC)tocheaperlithiumironphosphate(LFP)cellscouldalsoresultinsavings.12Third,implementing

cellpackdesignimprovements,suchasadoptingacell-to-bodyarchitectureapproachanddesignsthatincorporatemanufacturingefficiency,couldaddincrementalvalue.Theseapproachesare

gaininggroundinthepassengercarspaceandbyChineseOEMs.

13

indicatesthatbymatchinghistoricalICEwarrantyaccruallevels,OEMscouldreclaim$20,000to

$30,000oftheirmargin.

LookingtoChineseOEMsasareference,UStruckOEMshaveanopportunitytocontinueinnovatinginoperationalefficiencyandproductcost.Today,forexample,ChineseOEMshaveaccesstoChinese-

madeLFPcells,spendingapproximately25

percentlessonbatterycellsthanUStruckOEMsthatmostlyrelyonNMCbatteries.

15

ChineseOEMsarealsoadoptingvertical

integration,whichhasimprovedefficiencyand

reducedproductioncosts.IncumbentOEMsintheUStruckmarketcouldtaketheopportunitytodriveproductcostimprovementsandmaintainrelevanceasnewprovidersenterthemarket.

Manufacturingandengineeringimprovements.Engineeringoptimizationinareassuchas

e-powertrainproductionandmanufacturing

efficiencycouldrealizeupto$30,000incost

savings.Streamliningprocessesthroughinnovativemanufacturingtechniquesandautomationcould

drivedownproductionandenergycosts.

Scalebenefitsinproduction.Increasingproductionfromfewerthan100vehiclesayeartothousands

couldintroduceupto$30,000insavings.The

potentialcouldberealizedthroughoperational

excellence,economiesofscalewithsuppliers,

andplatform-specificdevelopmentcostssuchasengineeringandresearchanddevelopment.

Warrantyandsupportreduction.WarrantyaccrualratescouldcomedownasBEVproductsreacha

steadystate,maturingfromprototype-likemodelstohigher-reliabilitydesigns.EV-specificOEMs

reportwarrantyaccrualratesfrom5to10percentofrevenue,comparedto1.5to2.5percentfor

traditionaltruckOEMs.

14

McKinseyanalysis

Fleetoperators:Breakingwiththecurrentplug-and-playlogic

InparalleltoOEMsreducingup-frontvehiclecosts,fleetoperatorsalsohaveacriticalroletoplayin

shiftingtheTCObalance.Inmosttruckapplications,aplug-and-playmodel—tradingICEforBEV

withoutalteringoperations—isnotenoughtoreachTCOparity.Tocommittothistransition,fleetsmayneedtodigdeepintotheiroperationsmodeland

optimizeforzero-emissionpowertrains.Whilethesolutionslookdifferentwithineachapplication,acoresetofoptimizationenablerscanapplyacrossfleets.

McKinseyidentified24parametersthatimpact

TCOacrossdifferentfleetoperatingmodels.Fleetscandirectlyinfluence13ofthese(Exhibit3).The

remaining11areexternalmarketparametersthatfleetscouldmonitorbutcannotcontrol,such

aselectricitypricesatfleetdepotsandpublic

charginglocations,ambienttemperature,dieselandgasprices,andsubsidies.

10

11

12

AnalysisbasedondatafromMcKinsey’sCenterforFutureMobilityandMcKinsey’sBatteryInsights.

U.S.DepartmentofEnergy,InflationReductionActof2022,PublicLaw117–169,§45X,136Stat.1818(2022).

JakobFleischmannwithLenaBellandPatrickKroyer,“Howbatterieswilldrivethezero-emissiontrucktransition,”McKinsey,September18,2024.

13“Buildingbetterbatteries:InsightsonchemistryanddesignfromChina,”McKinsey,April22,2021.

14“U.S.EV-onlywarrantyexpenserates,”WarrantyWeek,August10,2023.

15“Buildingbetterbatteries:InsightsonchemistryanddesignfromChina,”McKinsey,April22,2021.

6Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?

Exhibit3

Amongthe13parametersthatfleetscaninfluence,therearepositive,negative,and‘sweet-spot’relationshipswithtotalcostofownership.

ImpactonBEV¹totalcostofownership(TCO)savingsvsICE,²byparameter

Explanationofimpact

"sweetspot"

Lengthofhaulorsinglehop

d

Dailydrivingdistance

3

stop/dwelltimeduration

4

Numberofshifts

positiveimpact

Holdingperiod

Longerholdingperioddrivesdownper-mileassetcost

Dwelltimeinoff-peakhours

Routepredictability

Routefitforregenbraking

NegativeimpactpayloaddensityIncreasedpayload,reducedvehicleenergyefficiency

Auxiliaryload

Numberofvehiclesatdepot

chargerpowerrating

publicchargingusage

1Batteryelectricvehicle.

2Internalcombustionengine.

source:MckinseycenterforFutureMobility

Mckinsey&company

Someofthe13parametershaveapurelypositive/negativerelationship,wheremaximizingor

minimizingvariableshasthemostsubstantial

impactonTCO.Forexample,maximizingthe

vehicle’sdwelltimeduringoff-peakperiods

allowsforusingslower,lessexpensivechargersinconjunctionwithlowerelectricityrates.Similarly,minimizingthenumberoftrucksatagivensitecanhelpreducepeak-demandchargesandoverage

fees,reducetheadditionalcapitalexpenditure

requiredforEVcharginginfrastructureatthesite,andlowertotalenergycosts.

Someoperatingparameterscanbeoptimizedtoaspecificvalueorrange—a“sweetspot.”When

consideringthedailydrivingdistance,toofew

milesresultininsufficientutilization.Onthe

otherendofthescale,toomanydailymileslead

toincreasinglyinefficientchargingschedules,

requiringtheuseofpricierfast-chargingfacilities.

Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?7

TopreparefortheZEVtransition,fleetoperators

mayneedtochallengethewaytheyruntheirICE

truckoperationstoday.Dependingonthefleet

archetypeandbaselineTCOparitygap,thiscouldgoasdeepasre-architectingtheirnetworkto

reducethelengthofhauloraddingadditional

shiftstoincreaseutilization.Forexample,last-mileparceldeliveryvehiclesareabletoachieveTCO

paritytoday;theirfleets’operatingparametersarewellsuitedforEVswithmoderatedailymileage

andlongoff-peakchargingperiodsandareidealforregenerativebrakingduringcitytrips.

Dryvanlong-haulnetworks,ontheotherhand,

haveamorechallengingroadtoTCOparity.Thesefleetshavelessroutepredictability,haulheavier

thanaveragepayloads,anddon’thaveaccess

toanestablishednetworkofchargingstations

acrossmajorhighways(Exhibit4).Theopportunityliesinthevastsetofusecasesbetweenthesetwo

Exhibit4

Forapplicationsnearingtotalcostofownershipparity,optimizingfleetoperatingparameterscouldclosethegap.

BEV¹fieldoperatingparametersbydeliverystageLeastoptimalMostoptimalCurrentlevel

In-the-moneytodayOptimizationneededtoreachparityFarfromparity

ParcelfinalmileDeliveryvan

DistributorDaycab

Utility/telecomServicetruck

StorededicatedDaycab

DryvannetworkSleepercab

Lengthofhaulor

singlehop,miles

0

200

Dailydistance0covered,miles

500

Stop/dwelltimedurationovernight,hours

0

15

Numberofshiftsperday

1

3

Dwelltimedurationo仟-peak,hours

0

10

Holdingperiod,years0

15

RoutepredictabilityLow

High

Route-fitnessfor

Low

regenerativebraking

High

PayloaddensityLow

High

AuxiliaryloadLow

High

Numberofvehiclesatthedepot

0

100

Chargepowerrating,20kilowatts

350

Publicchargingusageneeded

Low

High

parityvsICE²DisparityParity

Totalcostofownership

1Batteryelectricvehicle.

2Internalcombustionengine.

Source:McKinseyCenterforFutureMobility

McKinsey&Company

8Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?

extremes,wherefleetownerswillingtochallengetheirexistingoperatingregimescouldpotentiallygainacompetitiveadvantageandacceleratetheirpathtoTCOparity.

Distributorheavy-dutytrucking(HDT)fleetsnearingTCOparitycouldreduceTCOby5to

25percentbymovingtowardthesweetspotin

theiroperations.Thiswouldrequireadjusting

parametersalongsideotherinterdependencies.Increasingthedailymileage—movingfrom

onetotwodrivingshifts,doublingthedaily

drivingdistancepervehicle—couldincrease

assetutilizationifbalancedagainstother

interdependencies,suchaspotentialincreasesindemandchargesandgridupgradecostsrequiredforhigher-speedcharging.

Ecosystemsandalliancescansupportsolutionsatscale

WhilefleetsandOEMsaretheprimary

stakeholdersinthetransitiontoZEVs,they

cannotsolveitinisolation—itwilltakean

extendedecosystemofindustrystakeholders

tosupporttheshift.Ashashistoricallybeenthecasewithmajortechnologydisruptions,awholenewsetofbusinessmodelsandparticipants

willlikelyemerge,wherecooperationamong

existingstakeholderswillbecritical.Whilethe

completesetofsolutionscannotbepredicted,

twoecosystemfactorsstandoutaskeyenablerstothezero-emissiontransition:Electrifiedfleet

corridorsandfleetownershipinnovation.

Realizingelectrifiedfleetcorridors

Electrifiedfleetcorridorswithreliableon-routechargingandfuelingoptionsmayencourage

fasterEVadoption,particularlyforlonger-

distancehauls.16However,thecurrentUSpubliccharginginfrastructuresituationpresentsa

chicken-and-eggscenario:Mostfleetshave

neitherthescalenorbudgettojustifydeployingtheirownon-routecharginginfrastructure.

Meanwhile,existingpubliccharginginfrastructure

demandshighprices—twotothreetimeshigher

thandepotcharging—tomakeupforthelow

utilizationprovidedbythesmallBEVtruckingfleetontheroadtoday.17

Inonepossiblesolution,aconsortiumcomprisingUStruckfleetsandachargingsolutionprovider—potentiallywithaninfrastructureinvestor—couldcollaborate,eachcontributingakeymissingpieceofthelong-haulfleetelectrificationpuzzle.Fleetsparticipatingintheconsortiumcouldguarantee

aminimumutilizationoftheon-routechargers,

between5and10percent,forinstance,while

gainingaccesstocompetitivelypriced$/kWh

chargingratesandguaranteedchargeruptime.

Simultaneously,thechargingsolutionprovider

couldbenefitfromapredictableROIthroughthepooledutilizationofchargersbytheparticipatingfleets.Aninfrastructureinvestorcouldunderwritetheinvestmentinfastchargers,gridupgrades,

andancillaryinfrastructurelikebatteryenergy

storagesystems(BESS)andmicrogridsatthe

on-routecharginglocations,therebyeasing

someofthecapitalburdenonthefleetsandthechargingprovider.Lastly,asystemorchestrator

couldplanthedeploymentofinfrastructurealongthefreightroutesmostcommonlyusedbythe

participantfleets,tailoringtheplantoalignwitheachfleet’sdailyoperatingpatterns.

Thiscollaborativeapproachenablesthe

deploymentofoptimalcharginginfrastructureinacost-effectivemanner,potentiallyallowingfor

mutualeconomicandoperationalbenefitsforall

stakeholdersinvolved.Ouranalysisindicatesthattheconsortiummodelofon-routechargingcouldleadtoa15to20percentTCOreductionforHDTelectricfleets(Exhibit5).Toillustratethepotentialimpact:Inascenariowherepubliccharginghas

notbeenoptimized,TCOparityisestimatedto

beattainablefromtheearly2030s,whereasa

consortiumapproachcouldaccelerateTCOparitytoaroundtheyear2026—withfurtherupsideif

dailydrivingdistancesarehigherthan125,000

milesperyearorapproximately400milesperday.

16

AndreasBreiter,PeterFröde,VineetJain,andShannonPeloquin,“Poweringthetransitiontozero-emissiontrucksthroughinfrastructure,”McKinsey,April21,2023.

17

Roadfreightzero:Pathwaystofasteradoptionofzero-emissiontrucks,ajointreportfromTheWorldEconomicForumandMcKinsey,October2021.

Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?9

Exhibit5

Aconsortiummodelcouldreducezero-emissiontrucktotalcostofownershipby15to20percentinthenearterm.

Illustrativeexample:15truckschargedperdayatonelocationTotalcostofownership(TCO)perhigh-densitytruck,2026,¹$/mile

1.5

0.1

0.1

1.3

0.1

InsuranceTires

0.11.2

0.1

0.1

0.1

0.2

Maintenance

0.1

0.2

0.5

0.5

Vehiclelease

0.7

0.1

0.1

0.4

0.1Peakdemandcharges

Energycosts

0.5

0.4

0.2

Fuel/energy

0.2

Infrastructure

On-routechargingcosttofieet0.7

0.7

ICE²BEV³with

on-route

public

charging

BEVwith

on-route

consortium

charging

NumberofchargersneededChargerutilization,%

BEVwith

on-route

public

charging

~7–8

~8–10

BEVwith

on-route

consortium

charging

~1–2

~40–45

Peakpowerdraw,megawatts~3.0~0.6

Note:Figuresmaynotsum,becauseofrounding.

1Excludingdriver.

2Internalcombustionengine.

3Batteryelectricvehicle.

Source:McKinseyFleetDecarbonizationTool

McKinsey&Company

Generatinginnovativefinancingsolutions

Beyondthecomparativelyhighvehiclecosts,

ZEVoperationsrequirecapitalexpenditure-

intensiveinfrastructureforchargingand,often,gridupgradestodrawenoughenergyfromthe

powersupply.Hardwarealonecancostuptoa

fewhundredthousanddollarspercharger,whilegridupgradescancostacoupleofmilliondollarsperdepot.18

18

Roadfreightzero:Pathwaystofasteradoptionofzero-emissiontrucks,ajointreportfromTheWorldEconomicForumandMcKinsey,October2021.

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10Canzero-emissiontrucksbecomeviable–andwhatwillittaketoboostadoption?

Whilethisischallengingforfleetswithcapital

expenditureconstraints,thereareopportunitiestotapintothefundingearmarkedforenergytransitionandgreeninvestments.Thetoptencore-plus

infrastructureenergytransition