When will electric HGVs power up?
With less than 10 years before some new diesel trucks can no longer be sold, is battery power ready to take over?
HGVs are predicted to be the fastest-growing segment in the European electric truck market, with a projected growth rate of approximately 54% between 2024-2029, with Volvo, Renault Trucks, Scania, Daimler and MAN leading the charge to introduce battery powered models that can replace traditional diesel units.
The growth is not yet at those levels in the UK. In 2024, the Society of Motor Manufacturers and Traders reported that operator demand for zero emission trucks fell, by 7.3% to only 217 units, with a 0.5% market share, which is the same as in 2023.
But things needs to change. The UK Government intends to end the sale of all new, non-zero emission HGVs weighing up to 26 tonnes in 2035. This sector accounted for almost three quarters of the overall truck market last year, which means that in less than a decade, operators are going to have to make unprecedented changes.
It looks a major task. So how will this happen?
The vehicles
Having the right products to match the need is of course essential, and manufacturers are developing and upgrading their ranges all the time.
For regional distribution there are trucks such as the Mercedes-Benz eActros 600, now in use with Amazon, with a quoted range of over 300 miles on a single charge from its 600kWh-plus battery pack.
The latest Volvo FM Electric can be specified with between two and six battery packs, each with a capacity of 90 kWh. This results in a total battery capacity ranging from 180 kWh to 540 kWh, and a range of up to 200 miles.
That’s a similar range to the latest Renault Trucks E-Tech, but the manufacturer claims it will introduce a version with a 400-mile range by 2026.
Scania’s latest models have a 728 kWh battery and a claimed range of up to 340 miles 42-tonne GTW, with the firm aiming for electric vehicles to constitute 10% of its sales by 2025 and 50% by 2030.
All very impressive – but the issues are how that range is affected by payload, weather, routing and driving style, as well as the big one: cost.
Electric HGVs have a higher upfront cost compared to their diesel-powered counterparts, but they can also offer lower running costs due to cheaper electricity, tax incentives, and reduced maintenance requirements.
As technology advances and battery capacities increase, the initial purchase price of electric HGVs is expected to decrease, making them a more cost-effective choice in the long term.
The charging
Obviously, charging is a major element of electrification for HGVs. To achieve this, it will need a combination of approaches.
The first is on-road, so that in a day a driver can pull over and plug in when needed. Currently though, that’s not possible: the SMMT says there are fewer than five HGV-dedicated chargepoints on UK roads.
There’s a £100 million consortium of 33 members (including £62.7m of UK government support) to build a network for electric HGVs, which runs until 2030. Called Electric Freightway, the idea is to use around 140 eHGVs supported by 200 high power charging sites capable of delivering 350kW per charge across the major road network, and at more than 10 commercial depot charging locations too.
Then there’s depot and destination charging. Charging overnight before setting out, or when reaching drop-off points is the most time-efficient way, but it requires significant investment in infrastructure.
Because of the size of the batteries involved, and the demands on the grid of numerous trucks all charging at once, there could be significant investment and resource needed to upgrade infrastructure at sites. This could involve everything from the local Distribution Network Operator and planning authorities to site owners and chargepoint providers to redesign and restructure how trucks park and plug in.
Firms such as Turbo Power Systems and Kempower offer advanced charging infrastructure which can even integrate the fastest Megawatt charging, green energy sources and on-site power storage.
The operators
In order for electrification to happen, it needs operators to be persuaded that battery-powered HGVs can replace existing units. Major corporations are likely to play a leading role in the transition, because they have the budget, scale and flexibility to test, unlike smaller operations.
Amazon, for instance, has placed the UK's largest-ever order of electric trucks, expanding its fleet from nine to over 160 electric HGVs. This includes more than 140 Mercedes-Benz eActros 600 trucks and eight Volvo FM Battery Electric trucks. These vehicles are expected to transport over 300 million packages annually across the UK, significantly reducing carbon emissions.
The Road Haulage Association is committed to a zero emissions future, but it says that operators need more help.
Chris Ashley, RHA Senior Policy Lead, said: “Costs, practicality and a lack of infrastructure are holding firms back from moving away from diesel, so we want to better understand what that looks like, both short-term and long-term. The current economic climate, with rising insolvencies, adds to the pressure on operators, making clarity and confidence essential for investment.
“Decarbonisation presents real opportunities for growth, but this will require significant investment and support for businesses to adapt to the changes. The cost of converting the UK’s HGV fleet to zero-emission vehicles is estimated at over £100bn, and the technology isn’t yet advanced enough for all businesses to make widespread purchases.”