Even with sufficient charging hubs provided by operators like Moto and Milence, the transition to electric Heavy Goods Vehicles (HGVs) presents significant operational challenges for fleet managers and logistics companies. While the charging infrastructure gap may eventually be bridged, numerous operational considerations remain that will fundamentally reshape how freight transport operates.
Range Limitations and Operational Planning
Despite advances in battery technology, the range of electric HGVs remains substantially lower than their diesel counterparts, creating significant operational challenges. Current electric trucks have a maximum range of approximately 300 miles per charge, compared to diesel trucks that can travel up to 1,000 miles on a single tank of fuel[11]. This limitation necessitates fundamental changes to route planning and operational schedules.
For long-haul operations, manufacturers like Scania report that their electric trucks configured for long-distance haulage can achieve a maximum range of about 360 kilometers (approximately 224 miles) during four and a half hours of driving at 80 km/h[8]. This falls significantly short of what many logistics operations currently demand from diesel vehicles, requiring either more frequent stops or alternative routing.
Fleet operators must reconfigure longstanding delivery schedules to accommodate these range constraints. The battery capacity needed varies significantly based on the specific operation. For city distribution with frequent stops and lower payloads (10-12 tonnes), smaller battery packs may be sufficient. However, for long-haul distribution with higher payloads (around 24 tonnes), larger battery configurations become necessary, affecting vehicle weight and, consequently, payload capacity[8].
The impacts extend beyond simple route planning. Supply chain teams must reassess their entire logistics network, potentially establishing more regional distribution centers to reduce journey lengths. They must also consider how varied delivery weights affect battery consumption on each route, as heavier loads drain batteries more quickly, requiring additional operational buffer time[12].
Charging Time Requirements and Productivity Impacts
Even with abundant charging infrastructure, the time required to recharge represents a fundamental operational challenge. Fully charging an electric HGV can take between 8-12 hours using standard depot chargers, compared to just minutes for refueling a diesel vehicle[11]. This significant disparity affects vehicle utilization rates and operational schedules.
For depot-based charging, HGVs require chargers with at least 150kW capacity as a minimum standard. Even with these, a complete recharge from empty would take approximately 2 hours with a 250kW charger[14]. For operations with tight turnaround times or back-to-back shifts, this creates significant scheduling challenges.
En-route charging for long-haul operations presents additional complexities. Current public charging infrastructure targeted at passenger vehicles is wholly inadequate for HGVs, which require significantly higher power outputs. Industry experts are working toward charging times of less than 30 minutes for en-route charging to minimize operational disruption, but this remains aspirational rather than widely available[13].
The productivity impact of these charging requirements is significant. Fleet managers participating in the Battery Electric Truck Trial (BETT) reported that “charging speed in some depots was slower than expected and prevented drivers from sufficiently charging the BEV during their lunch hour”[5]. Operations that currently run vehicles continuously with multiple driver shifts face particular challenges, as charging requirements may create downtime between shifts that didn’t previously exist.
For time-sensitive deliveries, these charging requirements may necessitate larger fleet sizes to maintain the same service levels, introducing additional capital requirements beyond the already higher upfront costs of electric vehicles.
Payload Capacity Constraints
The additional weight of battery systems directly impacts the payload capacity of electric HGVs, creating operational challenges particularly for weight-constrained operations. Without regulatory allowances, 2024 long-haul battery electric HGVs will have a payload approximately two tonnes lower than diesel equivalents[6]. This represents a significant operational constraint for specific sectors.
However, the impact varies considerably across different operations. Analysis reveals that approximately two-thirds of Great Britain’s 44-tonne HGVs operate on volume-constrained or part-load operations where the vehicle never reaches its gross vehicle weight limit. For these operations, a two-tonne payload reduction would have minimal impact. Conversely, approximately 10% of Great Britain’s 44-tonne HGVs “frequently or always weigh out,” meaning they would experience a 5-8% reduction in total tonne-kilometers carried with a two-tonne payload loss[6].
To address this issue, many jurisdictions have implemented regulatory weight allowances. The UK government has published legislation allowing a flat two-tonne weight limit increase for certain zero-emission vehicles[6]. This regulatory flexibility helps mitigate the payload penalty, but operational adjustments remain necessary for weight-critical sectors.
For some operations, this may mean running additional vehicles to move the same quantity of goods, increasing fleet sizes and associated costs. Alternatively, some operators may need to reconfigure their logistics networks to optimize for volumetric efficiency rather than weight capacity.
Weather and Temperature Impacts
Electric HGV operations are significantly affected by weather conditions, particularly cold temperatures, which can substantially impact both vehicle performance and driver comfort. Fleet managers participating in the BETT trial reported that “the cab’s temperature was hard to control during winter, with some managers noting that the heating systems were not powerful enough to heat the cab”[5].
Beyond comfort issues, heating systems in electric vehicles draw power directly from the same battery used for propulsion. Some fleet managers “saw a spike in energy usage from the heater which affected range,” reducing operational capabilities in colder months[5]. This seasonal variation in range creates additional operational complexity, requiring more conservative route planning during winter months or potentially additional charging stops.
Technical issues also appear more prevalent during colder periods, with one fleet reporting “a spike in technical issues with the BETT truck during winter, ultimately affecting the use of some of the vehicles during colder months”[5]. This suggests that fleet reliability may vary seasonally, requiring additional contingency planning for winter operations.
For logistics operations in colder regions or during winter months, these factors necessitate more conservative range estimations, potentially reducing the operational capability of electric HGVs compared to their stated specifications. Fleet managers must build these seasonal variations into their operational planning, potentially maintaining a mixed fleet to ensure reliability during challenging weather conditions.
Maintenance and Technical Support
The maintenance profile of electric HGVs differs significantly from diesel vehicles, presenting both advantages and challenges. Electric vehicles generally require less routine maintenance due to having fewer moving parts, eliminating the need for oil changes, valve adjustments, spark plug replacements, and fuel system servicing[3][9].
However, the transition period presents significant operational challenges. The BETT trial revealed that “maintenance proved to be a learning curve for many fleets,” with technical difficulties taking some vehicles “off the road for a considerable time.” In the worst scenario, a BETT truck was “intermittently out of commission for three months due to battery warning faults”[5].
A critical factor contributing to these maintenance challenges is “the scarcity of engineers trained to work on electric vehicles,” requiring specialized technical skills that remain in short supply[5]. This skills gap creates operational vulnerabilities, as vehicle downtime may be extended not by the complexity of repairs but by the limited availability of qualified technicians.
Fleet operators must factor this into their reliability planning, potentially maintaining higher contingency reserves during the transition period. Additionally, investment in staff training becomes essential, with specific BEV safety training required for personnel working on electric vehicles. Training levels range from basic awareness for those working around (but not on) high voltage systems to more advanced training for technicians directly interacting with high voltage components[9].
Safety Considerations and Operational Protocols
Electric HGVs introduce new safety considerations that require operational adjustments. The fire risk associated with lithium-ion batteries particularly demands attention, with a recent investigation highlighting that incidents involving electric HGVs could be “more severe” due to their significantly larger batteries[1].
To mitigate these risks, operational adjustments are necessary at depots, parking areas, and charging sites. “Expanded spacing between vehicles or infrastructure at electric HGV depots, parking stops, charging sites, and loading bays” is recommended as an effective control measure[1]. For sites with restricted space, additional control measures are needed, including “physical fire barriers, isolation areas, emergency services’ access routes, and improved fire detection and control systems”[1].
These requirements may reduce the effective capacity of existing depots and parking facilities, potentially requiring expanded facilities or reduced fleet sizes at certain locations. The report on eHGV Battery Fire Risks also recommends “segregation and compartmentalisation of different areas” to prevent fire spread and the potential “loss of an entire site due to a single eHGV fire or explosion”[1].
Operational protocols must be updated to include new safety procedures. The report suggests that “on-site detection systems, such as thermal sensors connected to an automatic site alarm system,” should be implemented, potentially complemented by “CCTV with image processing (using AI to detect fire and smoke)”[1]. Furthermore, it recommends that a vehicle’s onboard alarm system should be “connected wirelessly to a site alarm system” to provide early warning of potential issues[1].
Driver Experience and Training Requirements
The transition to electric HGVs necessitates significant driver adaptation and training. Fleet managers participating in the BETT trial “expressed the need for more EV specific training to help drivers understand how to better manage their driving style and the quiet nature of the BETT truck in congested and pedestrian-heavy locations”[5].
A significant operational challenge identified in the trial was “the absence of a range gauge to indicate how much distance is left in the battery,” which “contributed to range anxiety”[5]. This lack of familiar instrumentation affected driver confidence, with some fleets reporting that “drivers being worried about the available range due to the battery state of charge (SOC) gauge being hard to accurately read”[5].
These concerns led to conservative operational decisions, with some fleets prioritizing “diesel vehicles for longer distance operations even if they were technically within the range of the BETT vehicle due to range anxiety and lack of backup public chargers”[5]. This indicates that even with technically sufficient range, operational decision-making may be affected by driver confidence issues during the transition period.
Conclusion
The operational consequences of adopting electric HGVs extend far beyond the immediate challenge of charging infrastructure availability. Even assuming that players like Moto and Milence successfully deploy sufficient charging hubs, fleet operators face fundamental shifts in operational planning, vehicle utilization, maintenance requirements, safety protocols, and driver training.
Rather than representing a simple like-for-like vehicle replacement, the transition to electric HGVs requires a comprehensive reconfiguration of logistics operations. Route planning must accommodate reduced range and charging requirements, fleet sizes may need adjustment to maintain service levels, maintenance protocols require updating, and facility layouts need reconsideration to address new safety requirements.
While these challenges are not insurmountable, they demand thorough planning and potentially significant operational adjustments. Forward-thinking fleet operators are beginning this transition by testing electric vehicles on specific routes while developing the operational expertise and systems necessary for broader adoption. With thoughtful preparation, the logistics sector can navigate these operational consequences while making progress toward a zero-emission future.
Sources
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