Qualifications

Key Assumptions

Depot Usage

All vehicles are assumed to be able to charge at depots run by their operator. In Scenario A and C, vehicles starting each day at their own depot are considered 100% charged. Scenario B assumes vehicles leave the depot with the charge state they returned with and are charged after departing from the depot.

Due to the complexities of hydrogen refuelling stations only large-scale refuelling is considered here, refuelling locations are selected with this consideration. It is assumed that individual depots will not have hydrogen access on site. 

Charging Assumptions

All charging points are assumed to be 500 kW to allow ultra rapid charging, and HGV batteries are assumed to have a usable capacity of 350kW. To remain conservative, all vehicles are modelled as 44 tonne with conservative estimates of load and energy consumption used. Range is based on energy consumption rates from previous CSRF publications.

Charging at destinations is assumed not to be possible. This is because many destinations such as small shops lack the infrastructure and space for HGV charging.

The charging network has been modelled across Scotland only; locations in England have not been included.

Data Quality and Quantity

The project considered fleet operations covering a mix of freight including retail, food, and general logistics.

The data sourced from stakeholders and used in this analysis is extremely high quality, being a mix of raw telematics data and scheduling data. It reflects a network of over 80,000 unique HGV journeys within a one-year period, covering much of mainland Scotland. The average travel distance per journey was 258 kilometres.

The quantity of operations covered by the study represents a small proportion of the logistics activity in Scotland, and, consequently, the results presented in this report illustrate the potential of the model and methodology.