Hitachi ZeroCarbon and Gridserve, which is leading the department for transport’s zero emission HGV programme, said Moto’s MSA at Tamworth had become the first site to receive planning permission supported by its electric freightway development, but it added that there remained hurdles to overcome:
“There are still several steps to complete in the complex development process [such as] long-form and DNO lease agreements before we can confirm site delivery,” it said in a report.
“The original scope of up to 17 public sites with high power eHGV chargers is proving challenging due to a shortage of suitable sites that can be completed by the end of the demonstration’s implementation phase.”
Gridserve said it was relying on its experience in designing infrastructure for cars and light CVs, but that the requirements for eHGVs “differ significantly”.
Grid capacity was cited as an issue, as well as space: “The UK has a shortage of parking for HGVs, with many having to park in unofficial locations, which may be difficult to electrify,” it said.
“This was a particular problem for the project, as space constraints make electrifying MSAs particularly challenging.
“As sites have to provide a minimum number of HGV spaces and are generally at capacity, charging areas have to be designed to minimise impact to the existing usage of space for parking.
“The lack of eHGVs on the road and predicted low utilisation in the short term also makes allotting space to the eHGV charging a difficult decision for MSA operators.”
The report also cited additional complexities in creating a functional layout at sites with high power chargers requiring a power control unit, which is bulky and needs locating in an area away from vehicles but that can also connect to the electrical supply.
So far, haulage companies A.F Blakemore and Son, Samworth Brothers, Boughey and United Utilities have become project partners and added eHGVs to their fleets for the programme.
Gridserve said 18 electric lorries have been delivered and some 57,000 miles of trips logged, but the hauliers were still learning and experimenting with how to operate them.
“Discussions with hauliers and OEMs have highlighted a range of initial observations, expectations and concerns regarding the transition to electric,” it said.
“Difference in range is the key difference between diesel and electric vehicles. Electric Freightway research has shown that this is a key concern of most stakeholders.
“Early experience has shown that there can be some teething problems in how maintenance services for eHGVs are delivered.
“Some operators that already operate eHGVs have experienced issues with availability of parts and skills locally, due to the small volume of vehicles on the road, meaning repairs can take longer to perform.”
Gridserve also said the main positives being fed back from HGV drivers were around noise levels and environmental impacts of the trucks, but the overwhelming concerns for them were around charging and vehicle range.
Its survey also found more drivers see hydrogen as the leading technology in 15 years’ time, followed by diesel, biofuel and electric in fourth place.
Conversely, the view of senior managers was the complete opposite, with electric predicted to be the primary technology and hydrogen the least selected option.
Sam Clarke, Gridserve commercial lead, said: “With electric freightway, we are writing the rule-book on the development and deployment of public and private eHGV infrastructure in real-time.
“We are in the process of creating a viable eHGV network at the lowest possible cost, in the fastest possible time frame, all with fleet managers and operators in mind.
“Since the last report we have made tangible progress, and have conducted extensive planning and preparations to deliver our first milestones of getting eHGVs on the road, and charging stations deployed.
“This report keeps us honest and accountable, and shows our diligence in creating infrastructure which will ensure we deliver world-leading transport infrastructure that is fit for the future.”