Birmingham, UK: The government should reform its dated plug-in truck grant – introduced eight years ago – to reflect the progress made by the sector in developing new zero-emission truck technology and help cut CO2 by 18.8 million tonnes a year, according to the Society of Motor Manufacturers and Traders.
The society points out that zero-emission truck use has tredbled in a year but accounts for just 0.05% of trucks on the road with end of sale in 2035. Manufacturer investment means that operators can choose from 27 different zero-emission trucks – but a slow approval process means that only two in five models are currently eligible for government grants.
The plug-in truck grant, introduced in 2016, is designed to help operators switch from conventionally fuelled heavy commercial vehicles to zero-emission alternatives, models can only be eligible after undertaking an approval process that takes around two years. As a result, less than half (10) of ZEV truck models on the market today are currently eligible for grants.
The society says that, while 2024 saw a record number of new zero-emission trucks registered, there are still just 327 vehicles in operation – meaning drivers are more likely to encounter a pink van (564 on the road) than a plug-in truck
These trucks already meet a wide range of business needs – with vehicles up to 44 tonnes and ranges of up to 311 miles – but fleets need a ‘next generation’ incentive scheme which makes it much easier for new zero emission trucks to qualify, plus a dedicated national infrastructure plan to power Britain’s road haulage fleet, says the SMMT.
Mike Hawes, chief executive, Society of Motor Manufacturers and Traders, said: “2023 was the best year ever for zero- emission truck uptake but they remain a tiny fraction of the UK’s fleet. With an end of sale date of some fossil fuel HGVs starting in less than 11 years’ time – the same as cars and vans – urgent action is required.
“Operators facing higher capital expenditure, a paucity of dedicated charging infrastructure, planning constraints and grid delays to depot upgrades, need a next generation incentive and infrastructure strategy and planning reform if they are to invest in the greener future the country needs. Doing so would not just cut carbon and improve air quality, it would put the UK at the forefront of global road transport decarbonisation.”
