Truck and EV groups propose electric transition plan amid Adblue crisis

The Australian Trucking Association (ATA) and the Electric Vehicle Council (EVC) have joined forces in urging policy reform to ensure a smooth and timely transition to a zero-emissions trucking future.

In a document titled “Electric trucks: Keeping shelves in a net-zero world“, the EVC and ATA say that electrifying the trucking industry would have several benefits for truck drivers, the environment and the broader society.

But there are not enough models available here, they say, because as with the wider auto market, truck makers are not sufficiently assured e-trucks would sell in Australia because of a lack of supportive policy. Out of 58 models available worldwide, only 14 are available locally.

And even though Australia has its own electric truck maker in the form of Melbourne-based SEA Electric, much of its business efforts are currently directed to the US where there is a more mature electric truck market.

The call comes in the midst of the global Adblue shortage. Adblue (a trading name commonly associated with the aqueous urea additive) is designed to help reduce polluting diesel by-products from entering the atmosphere, and modern diesel vehicles will not operate if the additive is not present.

Switching from diesel to electric trucks not only immediately does away with the need to source or make more Adblue, it also releases it from increasing and oft-changing diesel costs, reduces maintenance costs, and improves work conditions for truck drivers.

It should also allow trucks to operate outside noise curfew hours, because their electric drivetrains would not disrupt peace and quiet.

“Curfew free operations are a huge opportunity, creating benefits for operators optimising fleet operations and to the community through reducing peak hour traffic and congestion,” Behyad Jafari, CEO of the EVC, said in a statement.

Policy measures recommended by the ATA and EVC include exemption from curfew hours, as well as various upgrades to design regulations such as increasing width and steer axle mass maximums.

The transition to zero-emissions trucks is all the more important with parcel deliveries increasing during the global pandemic.

Australia Post has started transitioning its fleet, and in September added another 20 electric Fuso eCanter trucks.

“With the significant growth in parcel volumes, more vehicles are required in our network … It makes good sense to add electric vehicles as part of this requirement,” said GM for Australia Post networks, James Dixon in the report.

“Not only will these eCanters fit our needs in this delivery category, but they will also contribute to our science‑based target to reduce emissions by 15% by 2025 from a FY19 baseline.”

Electric trucks are also a lot cheaper to run, notes ATA chair David Smith.

“It costs about $117 to fuel a diesel truck for 300 kilometres, but just $18 for an electric truck,” Smith said in a statement.

But with the trucking industry composed largely of small and family businesses, the high sticker price of electric trucks remains a significant barrier to making the switch to electric.

This is why the ATA and EVC are recommending purchase price incentives to help reduce the upfront price, as well as an exemption from paying stamp duty on new electric trucks. Financial incentives to assist with charging needs and investment in more public charging infrastructure is also imperative.

“We need the government to read these recommendations and get moving fast. If we implement them swiftly the benefits to Australian trucking, our economy, and our environment will be truly massive,” said Jafari.

“The AdBlue shortage crisis was a potent warning about our extreme fuel insecurity. Why should Australia be dependent on China and the Middle East to keep itself moving when we could be using homegrown power? Being able to power our supply chains with local electricity is surely a national sovereignty imperative.”

“If Australia gets left behind on the transition to electric and zero-emission trucks, we risk our supply chains and exporters getting stuck with high, globally uncompetitive per km freight costs,” said Smith.

“Trucking operators face a number of barriers to buy and use an electric truck and these must be addressed to lower freight costs, improve fuel security and reduce emissions.”