Destination Net Zero Magazine Issue 23 2026

SUSTAINABILITY

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CHARGING

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ENVIRONMENT

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ENERGY

ROAD TRANSPORT

ISSUE 23

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Upping the Tempo

Motorway chargers

Inconvenient truths

ELECTRIC TRUCKS WIN IN CHINA • HYDROGEN BOMBS IN ABERDEEN

Market guidance

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Welcome to issue 23 of Destination Net Zero

Costs and benifits Net zero is one of those phrases that sounds like it should be printed on a minimalist Swedish sofa: clean, tasteful, and absolutely not something you want to argue about.

It is, however, the subject of argument because humanity has taken a perfectly simple physical reality — put enough greenhouse gases in the atmosphere and the planet warms — and wrapped it in the sort of economic debate that only exists because everyone is terrified of admitting they already understand it.

We’ve had decades of polite warnings.

Now we’re getting the kind of weather that looks like it was designed by a furious screenwriter.

Net zero, in practice, means this: stop adding more greenhouse gases to the atmosphere than nature and technology can remove.

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And yes, it costs money.

But so does everything — especially the alternative.

Net zero isn’t a single purchase, like buying a moral upgrade for the planet.

It’s a long series of changes across energy and transport.

So the honest question isn’t “what does net zero cost?” It’s “what does it cost compared to unmanaged climate change?”

And that’s where things get awkward for the people who’d prefer to talk about literally anything else.

Thankfully, the OEMs are talking about practical measures, and they are set out in this edition of DNZ. Ian Jones

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Contents E INFORMATION

EDITORIAL Publisher: Matthew Eisenegger Editor at large: Ian Jones Managing Editor: Richard Simpson Designer: Harold Francis Callahan

NEWS 5 eTrucks win half of Chinese market 6 Thatcham launches EV repair blueprint 7 Renault takes control of Flexis JV 8 Hydrogen buses bomb in Aberdeen

12 – 13 THOUGHT LEADERSHIP Is the tide turning in the heavy truck market?

Editorial Address: Commercial Vehicle Media & Publishing Ltd, 4th Floor 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 Email: matthew@cvdriver.com ADVERTISING Advertising Sales: David Johns Telephone: 01388 517906 Mobile: 07590 547343 Email: sales@cvdriver.com

14 – 15 Depot Point Operators enable practical scale Turning depots into shared infrastructure

DESIGN Art Editor: Harold Francis Callahan Telephone: 01257 231521 Email: design@cvdriver.com CONTRIBUTORS Dennis Evans Grahame Neagus Jamie Sands Steve Smith PUBLISHED BY Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 NOTE

16 – 19 GRIDSERVE OPENS TWO HGV MOTORWAY CHARGING HUBS Plug and play at Exeter and Baldock

20 – 23 BIGGER AND BETTER Farzion SV L3H3 on test

The publisher makes every effort to ensure the magazine’s contents are correct. All material published in Destination Net Zero magazine is copyright and unauthorised reproduction is forbidden. The Editors and Publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition.

Destination Net Zero magazine is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent.

Destination Net Zero Magazine is a registered trademark. © 2026

24 – 27 THE INCONVENIENT TRUTH OF NET ZERO Are the ambitions attainable?

28 – 33 WELCH GROUP PLAYS THE MARKET An operator’s guide to energy markets

If you are not going to keep this magazine for future reference please pass it on or recycle it.

4 destination net zero | issue 23

Latest news and updates Everything you need to know from the last two months

UK e-truck sales up 171%,

but still less than

1.5% of market

Electric truck registrations rose 171% last year according to the Society of Motor Manufacturers and Traders (SMMT), but the actual number of new electrics put on the road was still only 587 units, or less than 1.5% of the market. There are now over 1000 battery-electric trucks on UK roads, but further growth is being choked by infrastructure constraints.

Electric trucks win over half Chinese market

December 2025 saw electric heavyduty trucks outsell their fuel-powered counterparts for the first time ever in China, and the conversion to battery power for the road freight segment is now seen as unstoppable.

Electric trucks took nearly 54% of the 84,000 sales of all types of heavy-duty trucks in the month. While the market for all heavy-duty trucks was up 21%, the year-on-year increase for electrics was 198%. Over the whole of 2025, electric trucks took almost 29 per cent of the market.

Some short-term factors drove the extraordinary growth, including the impending end of a scheme where subsidies were available to operators who traded-in diesels, and a looming increase in purchase tax.

However, irrespective of subsidy and taxation, the finances for electric trucks now stack up well against diesel in China. Over 10 years of ownership, savings of as much as $US170,000 may be achieved by using an electric truck in place of a diesel.

In practical terms, battery giant CATL launched its standardised swappable battery packs for heavy-duty trucks last May, and predicted that the technology would see battery-electric trucks take a consistent 50% of the market within the next three years.

CATL supports more than 30 batteryswap heavy truck models produced by over a dozen vehicle companies, and has launched a subsidiary batteryswap station operating company: Qiji Energy; which already has 300 locations in operation.

SMMT boss Mike Hawes says that the slow rollout of the infrastructure needed is holding back HGV operators from making the switch to electric: “Innovative new models are helping to lift zero-emissions truck uptake but to unlock real growth, we need faster depot grid connections and planning approvals – only then can more operators invest and capitalise on the benefits of zero emission fleets.”

The SMMT adds that hauliers are facing lengthy delays on the permissions needed to install the substantial grid connections they need to charge electric trucks at their depots.

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issue 23 | destination net zero 5

Latest news and updates Everything you need to know from the last two months

EVS MUST BE RIGHT TO

REPAIR SAYS THATCHAM Thatcham Research, which assesses vehicle safety and repairability for the insurance industry, has launched an EV blueprint to ensure electric vehicles can be insured and repaired at affordable rates.

It has made eight recommendations to the industry to keep EV repair and insurance costs down.

These are 1) Resettable emergency safety loops: Safety cut-outs must be quickly and cheaply reset, as fuel system cut-outs are on conventional vehicles.

2) Safe and simplified battery handling: Battery removal and replacement must be a straightforward process

5) Battery Damage Protection Against Impacts: Robust undershields and protective designs are essential to safeguard batteries from impacts and side collisions, with replaceable protective components available at reasonable costs.

6) HV Battery Repair Strategies: Established repairs for battery casings and mounts must allow completion without removing or disassembling entire battery packs, with pyrotechnic fuses designed for easy reset or replacement.

3) Vehicle damage assessment guidelines: There must be clear and accessible methodologies for assessing battery damage available to independent assessors and insurers.

7) Serviceability of HV Batteries: Batteries must be designed for safe disassembly, using modular construction with removable fasteners, enabling refurbishment and remanufacture within the UK.

4) Accessible diagnostics: High-voltage system diagnostics should be accessible through widely-available equipment, comparable to current on-board diagnostics systems for conventional vehicles.

8) HV System Component Design: Critical components like charge ports should be positioned in less vulnerable locations and designed as standalone units to minimise repair complexity and costs.

RENAULT AMPS UP BATTERY DEVELOPMENT Ampere, the EV and software division of Renault Group, has entered into a Joint Development Agreement with Basquevolt, to accelerate the development and validation of lithium metal-based batteries for future electric vehicles.

Basquevolt’s lithium metal-based battery technology offers a transformative leap in energy density compared to today’s liquid-electrolyte lithium-ion batteries. By combining the advantages of polymer electrolyte with advanced anodes, the technology has the potential to produce compact, lightweight battery packs with superior thermal stability and fast-charging capabilities, key attributes for the next generation of electric mobility.

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This collaboration underscores the importance of strategic partnerships in driving battery innovation, combining cutting-edge science with scalable engineering and cost efficiency. Together, Ampere and Basquevolt aim to pave the way for the commercial deployment of lithium metal-based battery technology in electric vehicles.

Pablo Fernández, CEO of Basquevolt, said: “Entering this next phase with Ampere marks a major milestone in our mission to bring polymer electrolyte technology closer to the mass market Nicolas Racquet, VP vehicle & powertrain engineering at Ampere, added: “Together,

we are focused on validating performance in real-world automotive conditions and accelerating the transition to next-gen EV batteries that meet the evolving needs of our customers,” After more than 12 months of collaboration, Basquevolt is already demonstrating that its technology can achieve very high energy density while significantly reducing the overall battery pack costs. Thanks to its polymer electrolyte, battery cells can be produced through a simpler and more efficient manufacturing process.

This competitive advantage will result in approximately 30% lower capital investment per GWh in a conventional gigafactory and 30% less energy used per kWh produced.

FLEXIS JV DISSOLVED AS RENAULT GROUP TAKES CONTROL Flexis was launched in 2024, and the technologies developed: a skateboard platform, 800V motor, and Software Defined Vehicle (SDV) architecture developed by Renault’s Ampere division; are designed for urban logistics.

The initial line-up was made up of three models: the Cargo van, Panel van and Step-in van.

Renault Group is to take full control of electric van makers Flexis: ending its joint venture with Volvo Group and CMA CGM. The Renault and Volvo Groups each own 45% of Flexis, with the remaining 10% held by transport specialist CMA CGM. Subject to approval by the competition authorities, Renault Group will acquire the

stakes that Volvo Group and CMA CGM Group hold in Flexis in the first half of this year.

Renault Group will be the sole overseer of development of the new, fully electric, Flexis range of light commercial vehicles.

Production is expected to begin by the end of 2026, as initially planned.

Renault said the change in governance “does not alter either the product ambition or the original industrial plan” which aims to provide “breakthrough products and services in the electric medium van range.”

Volvo Group, through its Renault Trucks subsidiary, will distribute Flexis vehicles from 2027, just as it does now with Renault-branded vans.

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issue 23 | destination net zero 7

Latest news and updates Everything you need to know from the last two months

FLEETE LEADS CHARGE

AT HAMS HALL

Charging solutions provider Fleete has secured planning consent for a new 26-bay truck-charging hub at Hams Hall Distribution Park, Coleshill, Birmingham.

After developing its first 16-bay site at the Port of Tilbury, Fleete is extending its shared charging hub network at strategic locations across the country.

Hydrogen bombs in Aberdeen

Located off Faraday Avenue at the entrance to Hams Hall, the site sits within the UK’s most active logistics region. The area is home to a high concentration of warehousing and distribution facilities, with direct connections to the M42 motorway and multimodal freight routes.

The world’s first fleet of hydrogen fuel-cell double-decker buses is to be disposed of by Aberdeen City Council. None of the 25 Wright buses has seen much service since 2024.

Fleete’s new facility will provide convenient, reliable and cost-effective access to charging infrastructure. The hub will allow 26 trucks to charge simultaneously using ultra-rapid chargers. Selected chargers will include Megawatt Charging System (MCS) capability for future ultra high-power charging. The facility will provide eight artic truck-and-trailer bays, ten tractor bays, an amenity cabin for drivers and 15 park-anddrive car parking spaces to support flexible fleet operation.

However, reliability issues following repairs compounded by limited fuel availability from a solar-powered hydrogen electrolysis generator, left the buses idle for much of 2024 and 2025.

Chris Morrison, CEO of Fleete Group, said: “Hams Hall represents a strategically important opportunity within our growing network of shared charging sites. Through this network, we’re helping address infrastructure costs and connection challenges, making the transition to zero emission logistics faster, more practical and more achievable for fleet operators.”

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Launched in 2021 as a flagship clean transport project, the multi-million-pound fleet formed part of Aberdeen’s ambition to position itself as a hydrogen hub, including a partnership with BP signed in 2022.

City Councillors have voted to dispose of the hydrogen fleet and wind down the partnership with BP. Local bus operator First Bus, which leased the buses from the council, remains in discussion about the future options while BP promised it would work closely around the “next steps” with the Aberdeen City Council.

The council is now looking to battery-electric buses, reflecting a broader shift in public transport procurement, with manufacturers and operators increasingly favouring battery-electric buses over hydrogen alternatives.

“As manufacturers and operators increasingly favour EVs, demand for hydrogen in transport has diminished,” the council said in a press statement.

“The council and BP will negotiate the transfer of the joint venture to the council, ensuring Aberdeen’s assets are optimised to facilitate the city’s shift towards lowcarbon EV transport.

Unlocking Growth: A Guide to the UK’s Growth Guarantee Scheme for SMEs

The Growth Guarantee Scheme (GGS) was launched in July 2024 as a way for small businesses to more easily secure investment in, for example, equipment, new products, sustainability projects, and working capital, helping them plan confidently for the future.

In this Q&A we take a closer look at how it works, eligibility and other aspects of the scheme.

Q1: What is the GGS? The GGS is a UK Government-backed initiative launched as the successor to the Recovery Loan Scheme. It aims to help small and medium-sized businesses (SMEs) access finance for growth, investment, and cashflow management. The scheme has been extended to 31 March 2030 and is administered by the British Business Bank through accredited lenders.

Q2: How does the scheme work?

• Government Guarantee: Lenders receive a 70% governmentbacked guarantee on eligible loans, reducing their risk and encouraging lending • Borrower Liability: Businesses remain 100% liable for repayment • Products Covered: Term loans, overdrafts, asset finance, invoice finance, and asset-based lending • Facility Size: Up to £2 million per business group (or £1 million for businesses under the Northern Ireland Protocol) • Term Lengths: Typically three months to six years, depending on the product Q3: Who is eligible?

To qualify, businesses must: • Be UK-based and actively trading

Q5: Are there any limitations or considerations?

• It is not a grant: GGS is a loan scheme; businesses must repay in full • Interest rates: May be higher than standard commercial loans, reflecting the guarantee structure • Personal guarantees: Allowed at lender discretion, but principal private residences cannot be taken as security • Better terms possible: If lenders can offer a commercial loan on better terms, they will do so instead of using GGS Q6: How do businesses apply?

• Apply through accredited lenders listed on the British Business Bank website • Provide a business plan, financial statements, and meet lender credit checks

• Have a turnover of up to £45 million • Demonstrate financial viability and not be in insolvency or financial distress • Use funds for a legitimate business purpose (e.g., investment, working capital) • Comply with subsidy limits (especially for Northern Ireland and certain sectors like agriculture)

Q7: What sectors benefit most?

While open to most SMEs, GGS is particularly useful for: • Capital-intensive industries (e.g., manufacturing, brewing, distilling) • Businesses needing equipment upgrades, sustainability improvements, or working capital for seasonal peaks

Q4: What are the key benefits for SMEs? • Improved access to finance: Easier approval due to reduced lender risk

Quick facts recap • Launch: July 2024

• Flexible options: Loans, overdrafts, asset finance, and invoice finance

• Guarantee: 70% to lender

• Supports growth: Enables investment in equipment, expansion, and sustainability projects

• Eligibility: UK SMEs, turnover less than £45m

• Continuity and confidence: Helps businesses plan long-term with government-backed security

• End Date: March 2030 • Max Facility: £2m (£1m NI) • Purpose: Growth, investment, cashflow • Administered by: British Business Bank

For more information on the scheme or to find out if it can work for your business, get in touch with Close Brothers by visiting closeassetfinance.co.uk/enquiry The availability of lending, products and services are subject to eligibility, status and our lending criteria. The right to decline any application is reserved, terms and conditions apply.

Asset Finance – your next option for funding Hire purchase Hire Purchase is a great way to get what you need because you get to choose, use and manage the assets you need for your business over an agreed period, typically up to five years.

The regular instalments you pay as part of your agreement will cover: • The asset’s depreciation • interest on the cost of the asset At the end of the term, you get to choose to buy the asset and own it outright.

Refinancing/Sale and HP back Refinancing uses the value of assets you already own to help your business.

You sell your equipment to us, and we lend you the money you need to invest in your business. You pay us back in line with what the equipment earns for you. Once you’re done paying us back, you own the equipment again.

This works whether you own the equipment outright or are already financing it with someone else.

Finance Lease The full value of the equipment is repaid to the finance company, plus interest, over the lease period. At the end of the term, you can choose to: • continue to use the asset by entering a secondary rental period • sell the asset and keep a portion of the income from the sale • return it Operating Lease An Operating Lease lets you rent the asset from us for the duration you require it.

The main difference lies in the fact that an Operating Lease covers only a portion of the asset’s total useful life meaning you pay a lower rental fee because it’s calculated based on the difference between the asset’s initial purchase cost and its residual value at the agreement’s end.

You enjoy complete access to the asset for your required duration, without the obligation of managing its disposal or recovering its residual value.

To find out more, contact us today closeassetfinance.co.uk The availability of lending, products and services are subject to eligibility, status and our lending criteria. The right to decline any application is reserved, terms and conditions apply.

Close Brothers Asset Finance is a trading style of Close Brothers Limited. Close Brothers Limited is registered in England and Wales (Company Number 00195626) and its registered office is 10 Crown Place, London, EC2A 4FT.

Is the tide finally turning?

Grahame Neagus, Head of LCV, Renault Trucks UK & Ireland

2026 started with some optimism for anyone serious about decarbonising UK road freight.

The Government’s announcement on 6 January of an additional £18m for the Plug-in Truck Grant sent a clear signal that heavy goods vehicles are firmly back in the conversation on net zero. Headlines about grants of “up to £120,000 per electric HGV” inevitably grabbed attention, and after years of watching the UK lag behind parts of mainland Europe, it felt like genuine momentum at last.

As an industry, we should absolutely welcome this move. It sits within a wider £318m ‘green freight’ ambition and directly addresses one of the most persistent barriers to adoption - the high upfront capital cost of zero emission HGVs. Even with programmes such as ZEHID proving

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technically successful, many operators have understandably hesitated, often because incentives, infrastructure readiness and delivery timelines have not aligned neatly enough to de-risk a major fleet decision.

Delve behind the headlines and the devil’s in the detail. The reasons are immediately clear when you realise that the additional £18m is only available until the end of March 2026 – or to put it another way, the end of this fiscal year. In other words, it is a short-term injection rather than a long-term funding commitment. There are also bandings and caveats behind the “up to £120,000” figure, meaning real world grant values will vary significantly by GVW category. None of this undermines the intent, but it does mean

we probably shouldn’t be uncorking the champagne just yet.

The next challenge is – what happens next with the Plug in Truck Grant? From an OEM perspective, there is also a practical challenge around confidence and risk.

Electric HGVs are not bought on impulse.

A typical evaluation cycle can easily run six to twelve months, incorporating vehicle trials, duty-cycle analysis, infrastructure design and grid connection discussions.

If an operator accelerates a purchase decision on the assumption that grant funding will still be available at a certain level, and that assumption proves wrong, the commercial consequences can be serious for both customer and

“when you realise that the additional £18m is only available until the end of March 2026”

What is really needed is continuity. To put the scale into context, the UK typically sees around 44,000 HGV registrations per year.

Even if only a quarter of those vehicles were supported by grant funding at an average of £80,000, the annual cost would approach £880m. That illustrates just how much bigger the fiscal challenge is than any single £18m announcement. Long term clarity on funding horizons matters far more to fleet confidence than short term boosts, however welcome those boosts may be.

electric HGVs account for around 9.2% of registrations in the Netherlands, 16.5% in Switzerland, over 3% in Belgium and more than 7% across Scandinavia. By comparison, the UK sits at roughly 1%. Operators here frequently cite infrastructure availability, grid delays, payload penalties and residual value uncertainty as blockers. Yet in markets where infrastructure planning is aligned with vehicle deployment, those concerns are being addressed at pace. As vehicle choice grows and technology in terms of range and charging times continues to improve, for eHGVs, like the LCV world, the transition is getting easier from a vehicle competence perspective.

The frustration is that we already know what is possible when barriers are removed. Battery-

The final piece of the puzzle is not technology, but behaviour and understanding. Recent

manufacturer. Unsold stock and disrupted business cases help no one.

• Grahame Neagus

progress toward allowing 4.25-tonne BEV LCVs to operate without disproportionate HGV-style regulation shows what can be achieved when policy reflects operational reality. I hope it will now help increase the uptake of larger electric vans. The same principle must now be applied consistently across HGVs. If 2026 is to be a genuine breakthrough year, the focus must shift from short-term incentives to long-term confidence. Education, transparency and above all, certainty, will do more to unlock investment than any single grant announcement. The electric highway is open; what we need now is the cooperation, collaboration and understanding that will accelerate zero emission freight transport into business as usual.

issue 23 | destination net zero 13

Depot Point Operators enable practical scale for eHGVs Words: Simon Smith, CEO, Voltempo

As electric HGV adoption moves from early

deployments towards commercial scale, the charging debate is evolving. Increasingly, attention is shifting from purely public infrastructure towards depotled models that better align with how many fleets actually operate. The Depot Point Operator model is emerging as a key part of how the UK will scale eHGV charging over the next decade.

Electric freight is entering a more commercially focused phase. Previously, much industry discussion centred on vehicle capability and the availability of public charging. Both remain important. But as more fleets move from trial into early deployment, attention is increasingly turning to how charging infrastructure supports real-world fleet operations at scale.

This is where the Depot Point Operator, or DPO, model is starting to gain traction.

Public rapid charging has largely evolved around short-stay, opportunistic usage patterns. That approach works well for passenger vehicles and will continue to play an important role in the overall charging ecosystem. However, many commercial vehicle operations run on structured routes, defined schedules and planned dwell periods. That creates opportunities to plan energy demand in a more predictable and operationally aligned way than is often possible in public charging environments.

For fleets operating back-to-base duty cycles, depot charging already represents a practical and often cost-effective solution. Charging can be scheduled during overnight dwell periods or planned breaks,

helping to minimise disruption to vehicle utilisation. When combined with smart energy management, for example shifting charging outside peak tariff periods and managing standing charges, this can also support lower operating costs over time.

The DPO model builds on this foundation.

Rather than viewing depots simply as private charging locations, the model treats them as potential shared infrastructure assets. Fleets deploy infrastructure sized around their own operational requirements first. Then, where appropriate, surplus capacity can be made available to approved third-party users, such as local electric van fleets or partner operators, without compromising core fleet performance.

Importantly, this is not about turning depots into open public charging hubs. The emphasis is on controlled access, allowing operators to retain control over who uses their infrastructure and when, based on operational priorities.

There are also practical location advantages. Many commercial depots sit within major logistics clusters or along active freight corridors. During periods when primary fleet vehicles are on the road, charging infrastructure may otherwise sit unused.

Managed third-party access can help improve utilisation while still protecting operational resilience. Add access to ultra rapid charging, such as Voltempo’s Hypercharger which is capable of delivering over one megawatt of power dynamically across six vehicles, and truck recharging starts to offer diesel-like uptime.

Alongside these operational drivers, the wider charging market is also maturing.

Infrastructure is becoming more capital intensive, and investors are placing greater emphasis on utilisation and predictable

we are helping lay the foundations for the UK’s largest depot-based eHGV charging network” 14 destination net zero | issue 23

revenue profiles. In many infrastructure sectors, this naturally leads to consolidation around the highestperforming assets, those with strong utilisation and clear long-term demand signals.

fleet data and energy demand forecasting allows infrastructure to be deployed more precisely, supports earlier grid planning and helps reduce the risk of underutilised assets.

Depot-led infrastructure can offer some of that predictability, particularly where it is anchored around committed fleet demand.

From a Voltempo perspective, the DPO model is central to how we see the market developing and what we are designed to support. Through our work on eFREIGHT 2030, we are helping lay the foundations for the UK’s largest depot-based eHGV charging network, built around connecting highutilisation depot sites across strategic freight routes.

The potential increases further when depot sites are connected into wider networks. Linking depots across key logistics routes can allow fleets to charge at base while also accessing other network locations when required. This will help support longer routes and provide additional operational flexibility.

The commercial model is evolving in parallel. Rather than a single funding approach, the market is seeing a mix of operator-funded infrastructure, Chargingas-a-Service structures and longer-term lease arrangements. This gives operators and site owners more choice in how infrastructure is financed and deployed.

Data is playing an increasingly important role in making these models viable. Using operational

Public charging is part of the overall ecosystem. But as freight electrification moves from early adoption towards scale deployment, depot-led infrastructure, and the Depot Point Operator model, will be one of the key enablers for practical, commercially viable electrification across the sector.

For many operators, the question is no longer simply whether to electrify. It is how to do it in a way that works operationally and commercially. For Voltempo,the rise of the DPO model is one of the clearest signals yet of how the industry is beginning to answer that question. end

• Simon Smith, CEO, Voltempo issue 23 | destination net zero 15

Gridserve opens two HGV motorway charging hubs Gridserve Accelerates UK Zero-Emission Freight with Two Dedicated HGV Charging Hubs at Exeter and Baldock

Gridserve has opened two dedicated

electric heavy goods vehicle (eHGV) charging hubs. Situated at Moto Exeter on the M5 and Extra Baldock on the A1(M), these sites are said to be the first publicly-accessible charging facilities in the country specifically designed for large commercial trucks and mark a pivotal step in making zero-emission freight a practicable reality across longdistance routes.

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The initiative forms part of Gridserve’s Electric Freightway programme, a flagship network envisioned to provide fast, reliable charging infrastructure tailored to the unique needs of HGVs. Funded through the UK Government’s Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme, delivered in partnership with Innovate UK, the Electric Freightway brings together a consortium of 25 leading hauliers and vehicle manufacturers aiming to accelerate the shift from diesel to electric trucks.

At Extra Baldock services, located at junction 10 of the A1(M), drivers will find six dedicated high-power charging bays, while Moto Exeter, at junction 30 of the M5, opens with four bays. Both locations have been carefully designed with truck drivers in mind — featuring drive-through bays to accommodate different vehicle layouts, enhanced safety markings, and bespoke signage to reflect the higher cab height of HGVs. Additional safety features such as widened walkways, sensors, lighting and CCTV help ensure that drivers can move safely between vehicles, chargers and service facilities.

requirements. As Sam Clarke, head of the eHGV Programme at Gridserve, explains: “A key strength of the Electric Freightway programme has been the consortium of leading hauliers and logistics operators, whose real-world insight have been critical in shaping the design, layout and technical capability of the hubs. Their input has helped ensure the infrastructure reflects the operational needs of today’s electric trucks — from vehicle size and manoeuvrability to charging power requirements, dwell times and route planning — making the hubs genuinely fit for purpose.”

These hubs are not merely upgraded car charging points rebranded for trucks. They have been developed with specific attention to the operational realities of heavy freight, from accommodating large turning circles to aligning with typical dwell times and route planning

Clarke’s words reflect Gridserve’s clear intent: to design infrastructure that supports actual business operations, rather than theoretical or idealised use cases. Early adoption by commercial fleets is dependent on reliability, safety, and the ability to operate cont.

“located at junction 10 of the A1(M), drivers will find six dedicated highpower charging bays” issue 23 | destination net zero 17

within tight logistical schedules — and this infrastructure aims to meet those demands.

Investment driving change The Electric Freightway’s rollout is a powerful example of public-private collaboration to drive decarbonisation within one of the hardest sectors to electrify. Heavy goods vehicles make up only around 1% of the UK’s licensed vehicle stock, yet contribute approximately 16% of domestic transport greenhouse gas emissions and 5% of NOx emissions — disproportionate figures that underline the urgency of targeted solutions.

Through the ZEHID programme, the UK Government has committed tens of millions of pounds to support infrastructure and fleet electrification over the coming decade.

In addition to public funding, Gridserve and its consortium partners are making substantial commercial investments into infrastructure that will support the transition to electrified freight at scale. At Moto Exeter, for example, high-power charging units provided by ABB and implemented

by Actemium form part of a design built to adapt to future expansion and increased charging demand — demonstrating both immediate capability and future-proofing.

These investments create a virtuous cycle: as infrastructure becomes more accessible and purpose-built, fleet operators can confidently electrify their trucks without

fear of charging gaps along key corridors.

This confidence, in turn, supports further investment in zero-emission HGVs from logistics companies, truck manufacturers and energy providers alike.

From pilot to national network Gridserve’s Electric Freightway initiative is not stopping at Exeter and Baldock. These two hubs are the first of seven public charging sites planned for 2026, with future locations set to include Tamworth, Thurrock, Leeds, Chester and Strensham North — strategically placed along critical freight routes to maximise coverage and minimise range anxiety for drivers.

The design philosophy behind the network draws on lessons learned from Gridserve’s Electric Highway for passenger vehicles, which over the last five years has expanded ultra-rapid charging across motorways and service areas in the UK. With the Electric Freightway, Gridserve aims to replicate this success for trucks, enabling fleets to plan and execute long-distance journeys with confidence.

At a recent event to mark the opening of the new hubs, a DAF XF Electric eHGV completed a demonstration route between Exeter and Baldock, showcasing the practical capabilities of both the charging infrastructure and electric truck technology across real-world distances. This demonstration underscored the message that zero-emission freight is no longer a distant goal but a present-day reality.

“the UK Government has committed tens of millions of pounds to support infrastructure and fleet electrification” 18 destination net zero | issue 23

Commercial and environmental benefits The immediate commercial benefits of such infrastructure are significant. For logistics operators, access to high-power public charging hubs reduces dependency on depot-only solutions and mitigates concerns about vehicle range and operational flexibility. It also enables more comprehensive electric fleet deployment strategies for companies of all sizes.

From an environmental perspective, enabling the practical use of electric HGVs directly supports national and international climate targets. Decarbonising freight transport reduces reliance on diesel engines, cutting greenhouse gas emissions and improving local air quality — outcomes that benefit both public health and environmental sustainability.

Moreover, as the technology and supporting infrastructure improve, operational costs for electric fleets are expected to decrease, creating further economic incentives for adoption. Early infrastructure deployments like Exeter and Baldock

serve not only as charging points but as catalysts for broader market transition.

A blueprint for the future Gridserve’s strategic deployment of dedicated eHGV charging hubs at Exeter and Baldock is a landmark moment for the UK’s journey toward zeroemission freight. These investments demonstrate that practical, large-scale charging infrastructure is achievable and commercially viable — and that it can serve the operational needs of complex logistics networks.

As more hubs come online and partnerships deepen between government, industry and infrastructure providers, the Electric Freightway is poised to become a backbone of the nation’s sustainable freight ecosystem — supporting fleets, reducing emissions and driving forward a truly zero-emission future. end

issue 23 | destination net zero 19

Bigger and better

The Farizon SV L3H3 106kWh shows how the large electric van market is entering a new phase, with fresh entrants challenging established European players.

The Farizon SV L3H3, equipped with the

substantial 106kWh battery pack, arrives with in the UK with serious intent. While the Farizon badge may still be unfamiliar to many UK operators, the brand sits within the extensive automotive portfolio of Volvo Cars’ Chinese parent Geely, and that industrial backing is evident in the overall maturity of the vehicle.

Our test route across the North-West of England is designed to reflect genuine fleet use rather than idealised proving-ground conditions. The vehicle was driven on flowing A roads, tighter

20 destination net zero | issue 23

mixed B roads and, importantly, over a longer distance run from Manchester to Marlborough in Wiltshire. The objective was to assess real-world drivability, comfort and usable range.

Step in, and the Farizon SV L3H3 makes a strong impression inside the cab. The standout feature is the driving position, which is probably the best currently available in the large electric van sector.

Farizon has clearly invested significant effort into driver ergonomics. The seat offers generous adjustment and excellent support, allowing

drivers of varying builds to find a natural and relaxed posture quickly. The relationship between seat, pedals and steering wheel feels well resolved, and the elevated seating position provides a commanding view of the road ahead.

Over extended time behind the wheel, the benefits of this setup become even more apparent. Fatigue levels remained impressively low, even during the longer Manchester to Marlborough run. Visibility is equally well judged, with effective mirror placement and good forward sightlines, which proved particularly helpful on the narrower B roads encountered during the test.

On A roads, the SV quickly settles into a composed and refined cruising manner. Power delivery is

smooth and progressive, with none of the abrupt responses sometimes associated with newer electric commercial vehicles. The van builds speed confidently and maintains higher-speed running without strain. Cabin refinement is strong for a high-roof vehicle of this size, with low drivetrain noise and well-controlled road intrusion contributing to a relaxed long-distance feel.

The mixed B-road sections in the North-West are often where larger vans begin to feel cumbersome, but the Farizon remains well mannered. While the L3H3’s dimensions are undeniably substantial, the vehicle is easy to place on the road. Steering is light yet consistent, allowing accurate positioning through tighter bends and along narrower rural routes. Body cont.

“Power delivery is smooth and progressive, with none of the abrupt responses sometimes associated with newer electric commercial vehicles.” issue 23 | destination net zero 21

control is respectable, and the suspension deals competently with uneven surfaces typical of secondary roads. The overall impression is of a van that behaves predictably and inspires confidence rather than demanding constant correction.

Range remains the critical metric for electric van operators, and here the 106kWh battery delivers a convincing real-world performance. Across our mixed driving profile, we achieved a range comfortably in excess of 200 miles. This figure included A-road cruising, B-road work and the extended Manchester to Marlborough journey, making it far more representative than laboratory figures. For many regional distribution and service fleets, this level of real-world capability moves the SV firmly into practical daily usability.

The longer inter-urban run further reinforced the vehicle’s credentials.

Efficiency remained stable over distance, and the calm, well-insulated cabin made sustained driving notably undemanding.

Crucially, the vehicle feels engineered for more than just urban stop-start work, giving it broader operational appeal.

Practicality in the load area is another strong point. The load space itself is well executed, offering the kind of clean, usable volume operators expect in this class. Rear door access is straightforward and userfriendly, and overall cargo usability feels properly thought through rather than an afterthought.

“load space itself is well executed, offering the kind of clean, usable volume operators expect in this class” 22 destination net zero | issue 23

One particularly welcome detail is the provision of three three-pin plugs positioned just inside the rear doors. This is a genuinely useful feature for many trades and service operators, allowing tools or auxiliary equipment to be powered directly from the vehicle without additional modification.

It is a small but intelligent touch that reflects realworld use cases.

Farizon has also introduced a genuinely distinctive body design feature. The absence of a traditional B-pillar on the passenger side allows notably improved access through the side loading doors. For operators working in tight urban environments or frequently handling bulky items, this wider, less obstructed opening could prove extremely valuable. The engineering solution is complemented by the unusual placement of the passenger seat belt, which is mounted within the door itself. It is an unconventional approach, but in practice it works neatly and contributes to the improved access.

Taken as a whole, the Farizon SV L3H3 106kWh feels far from a tentative newcomer. The vehicle demonstrates a clear understanding of fleet priorities, from driver comfort to real-world range and practical load area usability.

While brand recognition in the UK will naturally take time to build, the connection to the Geely group provides a degree of reassurance regarding engineering depth and long-term support.

The conclusion is clear. The Farizon SV delivers good drivability and genuinely excellent comfort, underpinned by a real-world range well beyond 200 miles and thoughtful practical features in the load area. As a new entrant backed by the scale and capability of Geely, it is a van that serious fleet operators should be watching closely. end

issue 23 | destination net zero 23

The Inconvenient Truth of Net Zero

Twenty years after the release of An Inconvenient Truth the ambitions are there, but are they attainable? Words: Dennis Evans, Author ABC In 2006 the former USA vice president Al Gore

produced a documentary titled “An Inconvenient Truth”, giving his view of the climate crisis. For him the actions necessary were more moral than political. He stressed that we didn’t have to wait for politicians and legislators to pass laws to regulate greenhouse gas emissions, there was much every individual could do immediately.

24 destination net zero | issue 23

Twenty years later we are facing the inconvenient truth that net zero remains an act of faith in as-yet unproven technological breakthroughs promoted in the shadow of military conflict in oil-rich countries.

The world has depended on Middle East and Russian markets to satisfy energy demand, and progress on decarbonisation has been complicated by the political madness of tariffs on global trade.

In addition, the battle for mineral rights vital to the development of zero carbon energy solutions, that will reduce demand for fossil fuels and in the process lessen the impact of greenhouse gas emissions, has become a priority for the world’s leading economic powers.

The inconvenient truth about net zero is that we need to accept that the task of decarbonising the world we live in while preserving economic growth is currently an unimaginable goal to be delivered in less than two decades.

In the House of Lords Lord Tony Woodley, a former Vauxhall worker and leader of the TGWU, explained how the ZEV Mandate was putting unsustainable pressure on vehicle manufacturers, putting manufacturing operations such as Vauxhall’s Elsmere Port plant at risk, and urged the Government to seriously reconsider the penalties that will be applied from 2025 for non-

compliance with electric vehicle sales targets.

Failure to do so would be political suicide, he said.

At the same time in France at the Paris Motor Show the head of BMW, Oliver Zipse, told the assembled press that the 2035 cut-off for CO2-emitting vehicles was no longer realistic. It would, in his opinion, lead to massive shrinkage of the industry as a whole. Volvo Cars has also announced that it is reconsidering its100%-EV production from 2030 plans, and will continue to sell hybrid vehicle post 2030.

These announcements come after the industry faced a severe slowdown in EV demand in major markets, and uncertainty of supply due to the imposition of trade tariffs on EVs made in China.

Both VW and Mercedes recognise that the industry is now facing a crisis of confidence and cont.

“Both VW and Mercedes recognise that the industry is now facing a crisis of confidence ” issue 23 | destination net zero 25

Mercedes-Benz CEO Ola Kallenius pledged the companies ICE vehicles will exist as long as demand remains for them.

Since the introduction of the ZEV mandate, we have seen thousands of automotive jobs lost in the UK. Honda’s car plant in Swindon: 3,500 jobs, and Ford’s Bridgend engine factory: 1700 jobs lost to name just two, and there are potential job losses at a further six or eight locations.

The other inconvenient truth about the UK road transport industry is that while it represents 20% (c, 90 mt CO2) of the UK’s total CO2 (381mtCO2) emissions, the total emissions from vans and heavy trucks represent 0.005% of the planets total emissions. It is recognised that the UK has made serious progress in reducing emissions from 1990 levels, yet our commercial vehicle industry does not get the credit is deserves for the environmental progress it has made.

Like it or not we are in a world of extreme energy politics and the attempted decarbonisation of our planet let alone our transport industry is unlikely to deliver the aims of the 2015 Paris agreement in the next two decades.

26 destination net zero | issue 23

While wind and wave-driven energies are to be applauded as renewables it must be recognised that as intermittent energy sources, they are still reliant on a more robust energy storage strategy, and built on three of the pillars of modern civilisation. These are concrete for the foundations of wind turbines, steel for the turbine towers and plastic resin for the protection of the giant blades.

There will be eight billion tonnes of CO2 generated every year by these vital commodities until alternative material or manufacturing methodologies are discovered.

Four countries: USA, China, India, and Russia; currently emit over 55% of the worlds CO2 emissions. So, until these four countries and the industrial production of the commodities defined as the pillars of modern society are subject to serious efforts to decarbonise then the inconvenient truth about net zero is that we need to think very carefully about how a modern civilisation operates.

The solutions lie with geo-political agreements that we currently have zero visibility of. The truth remains that until the military conflicts in Ukraine and the Middle

East are resolved and the trade war tensions between the USA and China are concluded, there will be doubt of our ability to restrict global warming to less than two degrees Centigrade.

The future of the automotive industry, and the transport sector in particular in the UK, will depend on how quickly we embrace the transition to a zero carbon economy.

The inconvenient truth I would like to end on, is that in order for the UK to retain c 250,000 people currently employed assembling over 1.5 million cars pa. we need to invest in a minimum of three 35gwh capacity Gigafactories.

Sadly, China has won the battery race.

It dominates both world production of batteries and the supply of rare earth materials necessary for their manufacture, such as lithium, cobalt, and graphite.

Currently the UK has zero investment in battery manufacturing facilities and the highly-respected Faraday Institute, a Government battery technology research organisation, forecasts possibly up to a million jobs in today’s and future production and supply chain sectors will be lost unless this situation is rectified.

This, unfortunately is the inconvenient truth behind Net Zero ambitions in the UK, versus our automotive supply chains. end

“Four countries: USA, China, India, and Russia; currently emit over 55% of the worlds CO2 emissions.” issue 23 | destination net zero 27

How Welch Group P

Destination Net Zero presents an Operator’s Guide to Energy Markets for Electric HGV Fleets The Shift to Electric HGVs and Energy Opportunities Logistics operators across the UK are facing a major transition. Heavy goods vehicles are steadily moving from diesel to electric power. This is driven by environmental goals and policy. The UK government has set a phase-out for new diesel trucks. All new HGVs at or below 26 tonnes must be zero emission by 2035, and all new HGVs by 2040.

HGVs currently produce about 19% of UK transport’s greenhouse emissions, so cutting out diesel matters. Beyond emissions, electric HGVs can unlock revenue opportunities that simply didn’t exist with diesel. By plugging into the power grid, fleets can save and even earn money through smart charging, flexibility services, and energy trading. In other words, truck batteries stop being just batteries and start becoming assets.

28 destination net zero | issue 23

This guide breaks down the basics for total beginners. It busts myths that might spook traditional operators, explains key terms, and shows how even a small electric fleet can tap into energy markets like flexibility trading and energy arbitrage in the UK. We will also explore what happens as you scale up. That means adding battery storage, onsite renewables, and eventually using your vehicles to supply energy back to the grid, the world of V2X. By the end, you should see how managing electricity becomes as integral to fleet operations as managing fuel was, and how it can help your bottom line rather than create a headache.

Myth Busting: Common Misconceptions About eHGVs Let’s clear the air on a few common myths that confuse logistics teams new to electric.

Switching to eHGVs may feel daunting. The reality is more optimistic than the myths suggest.

Myth: “The electric grid can’t handle a bunch of trucks charging, it will crash or need massive new kit.”

Reality: The grid can adapt to EV growth, and electric trucks will not break it. Even if a majority of trucks go electric by 2040, studies suggest it would add around 0.9% to electricity demand per year, which sits within historical growth of generation. Far from being a burden, electric fleets can be an asset. Smart charging and V2G can help buffer the ups and downs of renewables.

The grid is evolving into a smarter system that can even use your parked trucks as backup power.

Plays The Market Jamie Sands, head of solutions, Welch Group

Myth: “Electric HGVs are too expensive and will wreck our operating costs.”

Reality: Upfront, yes, but running costs can be lower. Electric powertrains are simpler to maintain, often around 30% cheaper than diesel. Electricity per mile can be roughly half the cost of diesel per kilometre. Add UK incentives like plug-in truck grants and the avoidance of fuel duty or urban emissions charges, and the numbers improve. Crucially, eHGVs open savings and income streams that diesel cannot. Charge when power is cheap, get paid to avoid peak, and in some cases get paid to supply energy. One analysis found an EV owner could gain more than £700 per year in flexibility value with smart and V2G charging. Scale that across a fleet and it adds up. Electric trucks can pay back over time through fuel savings and by turning energy into a side business.

Myth: “Electric trucks will not have the range or infrastructure for our operation.”

Reality: Today’s electric trucks cover a lot of ground. Many eHGV models use multiple battery packs, for example three to six packs giving up to roughly 400 kilometres on a full charge. That handles typical daily urban and regional routes. Charging is not as tricky as it sounds. At a depot, a standard industrial 22 kW three phase outlet can charge trucks overnight so they start the day full. Need faster turnaround. High power DC fast chargers at 150 kW or more can top up a truck in one to two hours. Megawatt class charging is coming, which will allow significant range in a mandated 45 minute break. Public infrastructure is growing across the UK and Europe, with thousands of truck suitable points targeted. With a mix of overnight depot charging and occasional fast charging on the road, electric trucks can meet many needs today, and it keeps improving.

Myth: “Energy markets and ‘flexibility’ schemes are too complex.

We are hauliers, not traders.”

Reality: You do not need to become a trader.

Aggregators and energy service providers handle the complexity. If National Grid offers to pay businesses for cutting usage at peak, a partner can automate your fleet’s response.

You set it up once, and software manages the rest. In practice, your depot gets a signal to pause or delay charging during a peak hour, and you get paid for that flexibility. Trucks still charge on time. You focus on operations, and the platform handles the energy side.

Glossary of Key Terms Electric HGV (eHGV): A truck powered by a battery rather than a diesel engine. Zero exhaust emissions, charges from the grid.

BESS, Battery Energy Storage System: A large on site battery. Stores energy from the grid or renewables, discharges later. In a depot, it can charge up during off peak and then feed your chargers during peak. It acts like a buffer or backup.

DNO (Distribution Network Operator): The company that owns and runs the local

issue 23 | destination net zero 29

electricity wires and substations in your region.

They’re the ones you talk to if you need more grid capacity at your depot. They don’t sell you electricity, but they do control the physical connection. iDNO (Independent DNO): A newer breed of private companies that can build and run local grid connections, often faster or more flexibly than the traditional DNOs. They’re regulated too, but can sometimes be cheaper or quicker to deal with for new connections.

ICP (Independent Connection Provider): These are accredited contractors who actually do the physical work of installing or upgrading your connection to the grid. They don’t own the wires afterwards (the DNO/iDNO does), but they can carry out the job instead of waiting for the DNO’s own engineers.

Smart Charging: Software that controls when and how fast EVs charge. It schedules charging when electricity is cheaper or greener, and pauses during expensive periods. Vehicles still get the energy they need, but on a schedule that optimises cost and grid impact.

Flexibility, Demand Side Response: Adjusting your power consumption or generation based

30 destination net zero | issue 23

on grid needs or price signals. You can be paid to reduce or shift usage during peaks, or sometimes to use more when there is excess.

For EV fleets, this often means throttling chargers briefly in exchange for a payment or bill credit.

Flex Trading: A catch all for participating in markets or programmes that trade flexibility.

Aggregators pool many sites and bid their combined flexible capacity into the market.

You earn by being flexible with energy.

Energy Arbitrage: Buy low, sell high for electricity. Charge batteries when electricity is cheap, use or sell that energy when prices are high. With V2G or a stationary battery, this can be literal selling. Timing becomes money.

Vehicle to X, V2X: Energy flowing from the vehicle’s battery to something else. Vehicle to Grid means feeding power back to the grid.

Vehicle to Building powers your depot. Vehicle to Load powers tools or equipment. Your EV becomes a mobile power source.

Energy or Charging Infrastructure: The hardware you need to charge eHGVs. Chargers, transformers, wiring, grid connection, plus on site generation like solar and storage like BESS.

Aggregator: A company that bundles many small energy assets to play in big energy markets. They handle registration, compliance, dispatch, and payments so you do not have to.

Keep this glossary handy. We will use these terms later.

What Do You Need. Getting Started with eHGVs and Energy Management The trucks: You need one or more eHGVs. A small pilot is fine. Pick routes that fit range and charging, for example predictable return to base work with overnight charging.

Charging and power: Install suitable charging at your depot. Start simple if needed. A 22 kW AC unit can charge a local truck overnight. As you grow, consider DC fast chargers at 50 kW, 150 kW, or higher. Check your electrical capacity and speak to your DNO about limits and upgrades as you scale.

Smart control: Chargers alone are not enough if you want savings. You need timers or software to schedule charging for off peak tariffs, and ideally to respond to dynamic prices or grid signals. Many chargers and fleet platforms now include smart charging. If you

“A high power HGV charger at 150 to 350 kW can be dozens of times a car charger.”

plan to join flexibility schemes, make sure your system can integrate with an aggregator for control signals.

The right tariff: Review your electricity contract. Half hourly metering and time of use pricing unlock savings. Avoid flat expensive rates. Seek EV friendly tariffs or supplier deals that reward flexibility. Align your plan so charging when the grid is underused is cheap.

A partner for market programmes: If you want to monetise DSR or frequency services, work with an aggregator or energy services provider. They handle enrolment and dispatch.

You provide access to control your chargers or BESS. At the beginning, external expertise keeps it plug and play.

Operational planning and training: Brief drivers, depot managers, and planners.

Encourage plug in on return, even for short top ups if it helps. Avoid unnecessary charging at evening peaks. If you are in a flexibility programme, set rules so logistics are never compromised. A little training goes a long way.With these pieces in place, you can run electric trucks economically and start using energy markets to your advantage.

Starting Small. What Can a Few Electric HGVs Achieve You do not need a massive fleet to see benefits. One to five eHGVs can deliver savings and build your energy muscle memory.

Fuel cost savings from off peak charging: The moment you have an electric truck, you control when you fuel. Charge during off peak hours to tap cheaper electricity. If your rate drops from, for example, 25 pence per kWh in the evening to 10 pence per kWh at night, charging after midnight can more than halve your energy cost. Over time the saving versus diesel is significant.

Avoiding peak demand charges: Some bills include demand based fees. With a couple of eHGVs you may not trigger big charges, but avoid spikes by staggering. If a truck returns at 5 pm, delay its start to 8 pm. Keep your site’s peak low.

Learn by doing: A small pilot lets your team practice without chaos. Test schedules, try smart charging, and even dabble in a demand response event. For example, the Demand Flexibility Service rewarded load reductions on winter peaks. With a couple of trucks you could opt in via an aggregator and simply not

charge during a requested hour. It earns a modest bonus and builds confidence.

Step toward energy trading: Some suppliers and platforms now respond to wholesale prices automatically. With one or two trucks you can try smart tariffs that shift charging to cheaper half hours. The payoff at small scale might be a few hundred pounds a year. It is still free money for good habits.

Environmental and brand benefits: You cut emissions and noise, and you reduce exposure to diesel volatility. You also gain a useful story for customers and stakeholders. That helps with buy in when you expand. Studies suggest that a single EV used intelligently can yield on the order of hundreds of pounds per year in flexibility value. Fleet trials have shown savings per vehicle compared to unmanaged charging. Scale that across five trucks and you have a tidy sum. Small wins prove the model and give you the data to justify the next step.

Scaling Up. More Trucks, Batteries, and On Site Renewables Once the pilot works, you may electrify a bigger slice of the fleet. New challenges arrive, but you get more tools to handle them.

issue 23 | destination net zero 31

“Shifting to electric HGVs is a big change for diesel focused operators”

Power management becomes critical: Ten, twenty, or one hundred eHGVs create serious site demand. A high power HGV charger at 150 to 350 kW can be dozens of times a car charger. Many depots were not built for that.

The key is orchestration. Use smart charging to stagger and modulate so your total draw stays within limits. A real example is UPS in central London. The grid could support roughly 65 traditional charging points. With active smart charging and a site battery, UPS avoided a costly reinforcement and supported around 170 vehicles on the existing connection. The system monitors total demand and schedules charging so all trucks are ready by departure while the site stays under its cap.

Deploying a BESS, your new best friend: A site battery acts like an energy reservoir. It charges slowly or when power is cheap, and discharges quickly when you need headroom.

Avoiding grid upgrades: If many trucks try to fast charge at once, the BESS can supply the extra power for those peaks. That is often cheaper and faster than a DNO upgrade.

Peak shaving and cost savings: Discharge to keep grid import below your threshold during expensive windows. Recharge later when prices drop. Earning through flexibility: With a decent sized BESS you can do arbitrage and join grid

32 destination net zero | issue 23

services even when trucks are away. Charge overnight, then power the site or export during price peaks. Industry estimates suggest five figure annual revenues are possible for large depots that participate consistently. Resilience: A BESS can keep essential systems running during an outage long enough to maintain safe operations.

On site renewables, solar and sometimes wind: Many depots have big roofs that are perfect for PV. Daytime generation can feed chargers or building loads. If you mostly charge at night, store midday solar in the BESS for evening charging. You effectively create a simple microgrid. Over a year, a well sized array can carve a noticeable slice off your bill and emissions.

Participating directly in energy markets: As your aggregate battery capacity grows, you can consider more advanced markets. With at least one megawatt of controllable load or export, an aggregator can bid you into the balancing mechanism or frequency services. The grid pays for availability and response. Not every fleet will want this complexity, but the option is there as you scale.

The summary at scale. You evolve from EV user to energy manager. Smart control, BESS,

and renewables protect your grid connection, cut costs, and open new revenues. That is how operators have avoided seven figure reinforcement costs and still electrified at pace.

V2X and the Future. Turning Fleets into Virtual Power Plants The next stage is when your fleet not only charges smartly but also provides power back.

That is V2X. Trials in the UK and abroad show it works and can be profitable if managed well.

Revenue in downtime: Historically, trucks earn when they roll. With V2G, they can earn while parked. When vehicles plug in overnight, they can discharge a slice of energy during the early evening peak when prices are highest, then recharge later when prices are low. With enough vehicles, your fleet behaves like a small power plant. National projections suggest that by the 2030s, millions of EVs together could provide tens of gigawatts of flexible capacity.

Your fleet can be part of that story.

Grid support and stability: Discharging at peak helps regulate frequency and avoid firing up expensive peaker plants. It is a useful message for customers and the public. Your trucks deliver goods and support a cleaner grid.

Vehicle to Building benefits: V2B can power

your depot during peaks, reducing import when it is most expensive. It can also provide short term backup power for critical loads during an outage. Think of it as behind the meter arbitrage with resilience baked in.

Real examples and revenue potential: UK V2G trials have shown several hundred pounds per vehicle per year in value under the right tariffs.

Hardware costs and battery warranties are improving, and more vehicles and chargers are becoming bidirectional capable. As capital costs fall and software gets smarter, payback periods shrink. Trucks have big batteries, so the upside is larger than passenger cars, provided you manage battery health carefully.

Battery health considerations: More cycles mean more wear, but smart control keeps it within safe windows. Avoid full 0 to 100% swings. Use a mid state of charge band.

Only discharge when the economics justify it.

Many programmes compensate enough to cover added depreciation. Second life use as stationary storage remains an option when automotive life ends.

In a V2X future, you operate as a transport provider and an energy participant. When buying chargers, consider V2G capable hardware to future proof. That way, when

vehicles and contracts are ready, you can switch it on with minimal change to the site.

A simple day in a V2X enabled depot. Trucks plug in at 6 pm. At 6:30 pm the system coordinates a controlled discharge for an hour to support the grid at peak prices. At 8 pm charging resumes. Around midnight, wind output is high and prices drop, sometimes negative. The system fills trucks and the BESS. By 4 am, vehicles are ready for routes, the BESS is topped, and it discharges briefly at 7 am to cover your building’s morning spike. You save on energy, earn from services, and trucks roll on time. All automated.

Conclusion. Embrace the Journey from Diesel to Data Driven Electric Shifting to electric HGVs is a big change for diesel focused operators, but the steps are manageable and the upside is real. Start small.

Use time of use savings. Bust the myths.

The grid can cope and can even pay you to help. Range and infrastructure are workable for many routes today. As you scale, invest in control, storage, and renewables so you can shape demand rather than be shaped by it. That turns a power problem into an opportunity.

The UK energy market is changing alongside transport. There is real money on the table for

fleets that can be flexible. Diesel trucks never earned you income while parked. Electric ones can. Flexibility trading and arbitrage boil down to simple ideas. Use more when it is cheap, use less when it is dear, and get paid for being helpful. It is not so different from running an efficient network. You already think in routes and schedules. Now you apply the same discipline to electrons.

In the next few years, fleet management and energy management will blend. Build an energy strategy into your electrification plan. Include revenue from grid services in the business case, not just energy cost. Give your team the skills and tools to bridge operations and energy. Work with aggregators and suppliers who can do the heavy lifting until you bring more in house.

By turning your electric HGV fleet into a smart, interactive part of the energy system, you are not just adapting. You are creating an advantage. Lower costs, new revenues, a cleaner profile, and a future ready operation.

That is the prize for those who get it right.

Hopefully, this guide has shown that even a self described beginner in energy can grasp the essentials and get moving. The road to electrification has a few twists, but both your business and the planet can win.

issue 23 | destination net zero 33

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