In 2019 the European Union (EU) published the first EU-wide CO2 emissions standards for new heavy-duty vehicles under Regulation (EU) 2019/1242. These rules set mandatory targets for a 15% reduction in average CO2 emissions by 30 June 2025, and a 30% reduction by 2030, compared to a 2019 baseline.
The vehicles – including lorries with a technically permissible maximum laden mass over 3.5 tonnes, as well as buses and coaches – are significant contributors to greenhouse gas (GHG) emissions in the EU.
Following the UK’s exit from the EU on 31 January 2020, these emission reduction goals remain applicable under a UK-specific regulatory framework. The UK government has also set its own ambitious targets, including a pledge to phase out new, non-zero-emission HGVs weighing 26 tonnes and under by 2035 and all new HGVs to be zero emission by 2040.
MEASURING EMISSIONS
Despite the clarity of the targets, accurately calculating CO2 emissions across complex logistics operations is no small feat. “Calculating CO2 emissions for a particular journey is a relatively straightforward process,” says Richard Parker, UKI transport decarbonisation consultant at Webfleet, a telematics and fleet management provider.
“There’s a fixed value of 2.66kg of CO2 per litre of diesel burned, regardless of the vehicle’s efficiency.”
However, things become more complicated when emissions must be allocated across multiple contracts within a single trip – especially common in container logistics and shared hauls.
“You can’t simply divide the total CO2 emissions by the number of contracts,” Parker explains. “Heavier loads consume more fuel, and that affects the emissions contribution per contract.”
Currently, the UK government allows businesses to apportion emissions based on the financial value of each contract. This involves applying a standardised emissions factor to the invoice value – a method that, while not perfect, is acceptable under existing frameworks.
But as regulatory focus shifts toward more accurate, science-based emissions tracking, Webfleet is collaborating with transport management system (TMS) providers to improve reporting fidelity. By combining telematics data with operational insight, Webfleet aims to deliver more precise and verifiable emissions figures.
While many fleet operators are focused on new technologies, Parker says there is still significant untapped potential in optimising existing operations. “There is a lot of value in going back to basics. Things like route optimisation, reducing idling time, and training drivers to accelerate and brake more efficiently can yield results,” he says.
One recent collaboration between Webfleet and a logistics operator resulted in a 4.5% improvement in miles per gallon (mpg). Scaled across a fleet covering 67 million miles annually, this equated to a reduction of 1.3 million kilograms of CO2 per year.
FROM THE MANUFACTURER
On the vehicle manufacturing side, Volvo Trucks is among the companies stepping up. Lars Mårtensson, director of environment at Volvo Trucks, says the company is confident of reaching the 15% reduction target for 2025. “We’ve focused on energy efficiency and have introduced our most aerodynamic trucks to date with the FH Aero range,” he says.
Volvo’s conversations with fleet customers increasingly centre on efficiency – from vehicle specification to tyre choices. But looking to 2030, deeper reductions will depend on the widespread adoption of zero-emission vehicles.
Volvo’s strategy to reach the UK’s 30% CO2 reduction target by 2030 rests on three pillars: battery-electric vehicles (BEVs), fuel cell electric vehicles (FCEVs) and internal combustion engines. Since the UK left the EU, the EU’s target has increased to 45% by 2030, putting additional pressure on European manufacturers to innovate faster.
Hydrogen fuel cell technology is still several years away from being a viable mainstream option, Mårtensson says. In the interim, and as a complement, Volvo is developing a hydrogen combustion engine, with field testing planned in 2026. Meanwhile, gas and LNG vehicles – though not zero-emission – will help bridge the gap.
Volvo now offers seven electric truck models in Europe and an eighth model in North America. A 600km-range electric truck is set to enter production in 2026. “We’re leading the European market in electric truck sales and continually improving our gas engine technology to deliver lower emissions with diesel-equivalent performance,” Mårtensson says.
CHARGING FORWARD
Transitioning to electric fleets also means transitioning to new ways of thinking about energy. Parker says Webfleet is supporting this shift by helping fleets to manage vehicle consumption in kilowatt-hours, rather than traditional mpg.
“One area we’re investing in is dynamic charging,” he explains. “If a depot has multiple electric HGVs that need charging at different times, we can optimise the load to avoid exceeding site capacity. If one vehicle needs to leave at 4am and another at 6am, we prioritise charging accordingly so both are ready when needed.”
While national infrastructure projects to expand charging capacity are underway, Parker admits they are still in the early stages and Mårtensson agrees: “Everyone understands the urgency, but progress is too slow.”
AFFORDABILITY AND UPTAKE
Cost remains a major barrier. Electric tractor units still cost roughly three times more than diesel models, making them unaffordable for many smaller operators. Many believe that as electric vehicle (EV) production scales up and adoption increases, prices will eventually fall.
Parker argues that focusing on incremental, accessible changes is vital. “There is too much emphasis on finding a single ‘silver bullet’ solution. Hydrogen has promise, but it is not the whole answer. Many small operational improvements can have a big impact, especially for fleets that cannot afford to replace their entire vehicle lineup overnight.”
THE ROAD AHEAD
Despite the ambition, challenges remain in meeting the UK’s 2030 target. Mårtensson says Volvo Trucks supports the goal but warns that success depends on enabling conditions. “Battery-electric trucks will likely be a big part of the solution, but this will require adequate infrastructure, energy supply and grid resilience.”
Hydrogen development must continue for regions with less robust electricity infrastructure, he adds. And, of course, no one solution will work for every business.
Mårtensson says: “We need to keep improving vehicle and driver efficiency, logistics planning and transparency. Every package should eventually have a trackable carbon footprint. With support from legislators and technology providers, we can get there – but it will not happen overnight.”
