What challenges does the UK face in electrifying its larger vehicles?

Money matters

Cost’s an even bigger barrier to large-vehicle electrification than it is for passenger cars.

Vehicle cost

The upfront cost of electric large vans and eHGVs is significantly higher than diesel alternatives. And, as purchase prices of large vans and HGVs are generally higher than those of cars, the uplift for larger vehicles in pure monetary terms is even greater.

Infrastructure cost

The cost of implementing supporting charging infrastructure will also deter organisations. Providing the power and space that eHGVs, in particular, will need to charge at depots, won’t come cheap. Cities have grid constraints as well – so organisations might have to invest in battery storage to help spread the electricity demand large-vehicle charging needs.

Many organisations will need to rely on governmental support and financing frameworks in an attempt to make large-vehicle electrification affordable.

Limited financial support

Governmental incentives specifically to help organisations with the cost of transition to eHGVs and electric larger vans are currently few and far between.

Beyond the Plug-in Van Grant, organisations will need to look to EV-related incentives that weren’t designed specifically for HGVs and large vans. Such incentives – depending on eligibility – can support with the cost of installation preparatory works for chargers – and the cost of hardware purchase and installation itself.

At time of writing, it remains to be seen whether the new Labour government will announce further relevant plans or incentives. The previous government introduced the Rapid charging fund – a scheme designed to support the cost of introducing charging infrastructure – particularly at strategic or cost-prohibitive locations. The new government must recognise the opportunity of factoring in the requirements of large electric vans and eHGVs at these locations. Otherwise, it risks having to roll out a separate scheme in a few years’ time, duplicating costly groundworks.

Operational barriers

Beyond the barrier of upfront costs lies a number of practical and operational hurdles.

Lack of existing infrastructure

As mentioned, larger vehicles won’t be able to use standard EV chargers, and purpose-built facilities will need room that many sites won’t easily be able to offer. Chargers with upwards of 300kW of power will also put a huge strain on electrical capacity. Often, this will result in the need for distribution network operator (DNO) upgrade works.

As things stand, there are a very limited number of public-facing charging stations for electric large vans and lorries in the UK. Due to the shorter mileage range of larger EVs compared to ICE vans and trucks, owned charging infrastructure is unlikely to provide sufficient charging resource for long or non-standard routes.

Innovation projects – such as those the Government’s helping to fund – will deliver valuable charging-requirement and practicality learnings. The solution to developing a comprehensive charging network, however, is likely to require either heavy investment in public-facing charging infrastructure – or intensive development of alternative fuel options.

Insufficient range

An old – and now largely redundant – concern for smaller EVs is still relevant to large vans and eHGVs: that of range. Larger diesel vehicles can often travel upwards of 500 miles on a full tank. eHGVs won’t be able to manage half that distance on a full charge, and range reduces as payload increases.

Range coupled with the lack of existing public-facing charging infrastructure makes long-distance eHGV haulage virtually impossible as things stand. Organisations will be reliant on owned charging infrastructure – and this will only support simple routes over short distances. The laws dictating that HGV drivers take a break every 4.5 hours of driving will only be of relevance to fleet managers when suitable charging facilities appear on motorways.

Charging causing disruption to schedules

Commercial assets like HGVs and large can have very high utilisation – organisations want to get every ounce of value out of them. The need for electric equivalent vehicles to stop and charge – particularly in the case of longer journeys and/or heavier payloads – represents an operational inconvenience with financial implications.

Game-changing developments not market-ready

It may be that hydrogen can provide the missing link for electric haulage. It offers ultra-fast refuelling times and longer full-tank range.

However, there are currently very few hydrogen refuelling stations in the UK, with most in or around London. There are also ongoing concerns over the fuel’s safety credentials and vehicle cost price is likely to be significantly higher even than that of an eHGV. Add to this a lack of widespread testing in the passenger car market – and a hydrogen-powered UK haulage fleet seems a long way off.

Charging advances have the potential to overcome some of the logistical issues of charging larger vehicles. Satellite chargers, for example, can provide mobile charging solutions – enabling the charging of vehicles at depots ‘in situ’.

Exciting technological advances – such as solutions to charge EVs on the move – are a long way off. For the foreseeable future, at least, there isn’t a game-changing technology on the horizon that will deliver a solid business case for immediate full-fleet HGV and large van electrification.

Beware the ban

It’s no secret that the electrification of HGVs and large vans is miles behind that of cars. However, its deadlines for transition are very similar. The ban on the sale and manufacture of new internal combustion engine (ICE) vehicles covers vans and HGVs up to 26 tonnes in weight. Heavier ICE lorries only get another five years.

In the election build-up, the Labour Party suggested it would aim to bring the ban forward. Whether it does now that it’s in power remains to be seen at time of writing. Either way, progress towards zero-carbon HGV and large van fleets needs to accelerate fast.

Given the challenges outlined above, it’s clear that beating the ban is going to be a difficult task when it comes to larger vehicles. However, there are reasons to believe the UK and its organisations can make significant progress in the coming years. In the final article in our series, we preview the advances to look out for and the steps organisations can take now to get moving in the right direction.