Electric lorries are ready to go, but old diesel rules risk stalling progress – Inside track

This post is by Dave Rose, CEO of the electric transport service provider Voltloader.

Electric lorries are already delivering bulk materials, chilled produce and supermarket goods across the UK every day, quietly, cleanly and reliably. But, despite proving themselves on the road, growth in the fleet is being held back by weight rules designed for polluting diesel trucks.

At Voltloader we run a fleet of fully electric HGVs delivering goods across the UK which we’ve been operating commercially for over 18 months. We have no diesel vehicles in our fleet.

Electric trucks work. They are more powerful, quieter and cleaner than their dirty diesel counterparts. But weight limits designed for diesel technology are blocking progress and risk market distortion just as the technological momentum is building.

Weight limits are a barrier
Electric HGVs are heavier than diesel models due to the weight of the battery. Current weight regulations designed around diesel vehicles are posing a challenge. The UK allows two axle electric tractor cabs (the front section of an articulated lorry), designed for pulling a variety of trailer types, to operate at up to 42 tonnes (two tonnes more than the diesel standard) but the maximum allowed weight on the rear drive axle of the tractor cab remains capped at 11.5 tonnes which restricts vehicle use cases.

Many two axle tractors are engineered to safely carry 12.5 tonnes on the rear drive axle, but current legislation doesn’t permit it. Operators must make awkward workarounds: changing the way that the trailer is loaded, modifying trailers or running with reduced payloads. Payload losses of ten to 15 per cent are common.

By contrast, three axle electric trucks which overcome the drive axle limit, are limited to operate at 44 tonnes, the same as their diesel counterparts. There has been less industry focus on electric three axle units to date due to a number of trade-offs, they are: heavier, often cancelling out payload advantage; longer, as the batteries need extra chassis space, making them unsuitable for some depots, docks and urban sites; less manoeuvrable, because of a reduced turning circle, in tight yards or city streets; more expensive to buy and run.

Don’t stall what’s already working
One solution is to allow larger electric three axle tractors, currently operating at a maximum of 44 tonnes, to operate at higher overall weight, for example, 46 tonnes. This could be allowed with minimal increase on any individual axle and, therefore, minimal impact to the road network. However, most electric HGVs on UK roads, or on order, are two axle tractors. They are available from manufacturers now and suit most fleet needs.

If policy were to favour three axle tractors over two axle models, it would risk disrupting buying decisions, undermining investment and slowing down the adoption of electric HGVs. Prolonged policy indecision could have the same effect. Operators, manufacturers and investors need more clarity about future weight rules.

The market should decide
As an operator caught up in this, we are making the case for a regulation update that supports electric two axle tractors to run at up to 44 tonnes, with a 12.5 tonne drive axle limit, where safely rated, and allows electric three axle tractors to run at up to 46 tonnes (with relaxation on length), for applications where they’re needed.

This would give HGV operators choice based on their needs, not on rules designed for old technology. In many cases, a compact, efficient two axle tractor will be best. For others, a three axle cab may be necessary.

What would changing these rules mean for our roads?
It’s fair to ask if heavier vehicles will do more damage to roads. But if electric trucks can’t carry enough, more journeys will be needed to move the same amount of goods, causing greater wear and tear. Allowing modest weight increases could reduce the number of overall movements needed. Electric trucks also operate more gently, with regenerative braking and smoother power delivery. And as they are quieter and reduce air pollution they make life better for those, often disadvantaged communities, living near freight routes suffering from traffic noise and pollution.

We should keep the focus on cleaner freight
Weight regulation is a structural barrier that only the government can fix. Until it does, even the best electric trucks will remain commercially disadvantaged. Some suggest any policy change for electric HGVs should also apply to diesel. But that would miss a big opportunity. By keeping the adjustment specific to zero emission vehicles, the government would create a genuine incentive to switch and speed up freight decarbonisation.

This proposal would be a low cost, high impact policy fix. Electric trucks are here, so the need to address it is urgent. The Department for Transport, National Highways, the Society of Motor Manufacturers and Traders (SMMT) and the Road Haulage Association are all reviewing the idea. But time matters and delays are causing uncertainty and holding up investment in this important shift to cleaner freight.