The complexity and opportunities for commercial vehicle operators of moving to a Net Zero future

Having attended two of the UK’s largest commercial vehicle shows recently, I have seen for myself the huge investment that is well underway to help operators on their Net Zero journey.

I also attended two recent industry conferences, where I listened to the great and the good discussing both the short- and long-term challenges and benefits of onboarding, running and then disposing of alternative fuel LCVs and trucks.

My big take is that after over 100 years of operators predominantly using diesel, life for companies operating both LCVs and trucks has suddenly got a whole lot more technical, very quickly.

That means new powertrains, new vehicle types and new infrastructure challenges, which operators are experiencing for the very first time, are adding fresh challenges for vehicle fleet departments. These challenges include driver education and training.

Some operators are doing little about moving their fleet away from diesel, but this could prove to be a dangerous stance to take. More and more supply chain transport tenders include large sections on sustainability and ESG(Environmental, Social and Governance) and not being able to put a tick in one of more of those boxes means business opportunities could be missed.

Those operators doing nothing with their vehicles could at least consider trialling Hydrotreated Vegetable Oil (HVO). This biofuel generates lower CO2 emissions than diesel minimum of 85%, with multiple OEMs giving their blessing for it to be used in their vehicles without adverse impact on performance or reliability.

Meanwhile, other operators are already experimenting across all aspects of their fleet to discover which powertrain type will work in different operating environments. And that means running a vehicle for a minimum of 12 months to gather valuable operating data both on the vehicle and driver before they know whether their pilot is set to work.

For heavy trucks, biogas power looks to be the most immediate and practical alternative to diesel offering near zero emissions. With a rapidly expanding gas network, the ability to perform long haul and back-to-base operations is now a reality for operators. The price of gas trucks is still higher than diesel, but some operators are reporting a payback on that extra investment in just 12-18 months, whilst immediately reducing their emissions. One Irish haulier recently celebrated covering five million kilometres in its gas trucks, powered by biogas from its own biodigester plant.

Electric is now a reality thanks to major investment by truck companies for both short and long haul and some forward-thinking operators are already evaluating vehicles, but vehicle cost remains an issue.

Electric powertrains also have a huge part to play with LCVs, simply because there are more of them, and many operate primarily in urban conditions where transport emission can impact air quality.

The latest LCVs offer a more generous range than earlier models and are capable of being fast-charged, which should help operators kickstart their electrification journey. However, the current take-up is slow, with operators blaming range when compared with diesel without it dramatically changing a company’s operating capabilities and driver scheduling. Hybrid powertrains could be the way forward, although vehicle availability currently is quite poor.

If you have ever tried to charge a long wheelbase electric van at a motorway service charging station, it’s also clear the infrastructure for charging LCVs whilst on the move still needs improvement. This is currently making local back-to-base operations the most workable option for an electric LCV.

The more immediate solution for many operators working in urban conditions is the electric eCargo bike, which has no licensing, tax or insurance limitations. They are easy to drive, easy to park and have a smaller footprint a small van. On recent trips to London, I’ve noted that eCargo bikes are becoming more commonplace, whilst not fitting into a traditional fleet hierarchy.

The one fuel I have yet to mention is hydrogen, which is, in basic terms, a hybrid powerplant combining a hydrogen fuel cell and a battery. All the signs are that its strong range and fast fuelling compared to EVs could work in a transport environment.  I understand, however, that the hydrogen manufacturing process consumes a lot of energy, and its transportation and storage is more complex. 2040 onwards looks the most likely timeline when hydrogen may become more commonplace.

For now, the range of commercial vehicles and powertrain options that meet a company’s operational and emission ambitions are plentiful, as part of the industry’s seismic shift away from fossil fuels. And while it will take the next decade before we start to notice diesels disappearing from our roads, it is comforting that so many OEMS and operators alike have already begun their journey to Net Zero.

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