M&S to Expand Low-Emission Heavy Goods Vehicle Fleet

Marks & Spencer commits to 300 low-emission trucks by 2027

Marks & Spencer has confirmed plans to add roughly 100 biomethane-powered heavy goods vehicles to its fleet by March 2027. The expansion forms part of the retailer’s Plan A sustainability programme, which targets net-zero emissions across operations and supply chains by 2040.

The move brings M&S’s total low-emission lorry count to over 300 vehicles. Currently, the company operates more than 210 biomethane trucks alongside a smaller number of battery electric HGVs. The fleet serves food, clothing, and home product distribution across the UK.

Biomethane trucks run on compressed natural gas derived from organic waste sources such as food scraps, animal manure, and wastewater treatment plants. According to industry figures, these vehicles cut carbon dioxide emissions by up to 85% compared with conventional diesel equivalents. For M&S, biomethane represents a bridging fuel while battery technology continues to develop for long-haul freight.

Plan A strategy sets 2040 net-zero deadline

M&S launched its updated Plan A sustainability strategy in 2021. The programme commits the retailer to reaching net-zero emissions a decade ahead of the UK government’s 2050 target. Near-term objectives include a 34% carbon reduction by the 2025/26 financial year.

A significant focus sits on Scope 3 emissions, which cover indirect emissions from supply chains. These typically account for the largest share of a retailer’s carbon footprint. To drive progress, M&S established the Plan A Accelerator Fund, providing £1 million annually to support emission reduction projects across its supplier base.

In 2025, the fund backed eight initiatives. Projects included trials of green hydrogen produced using farm-based wind and solar installations, alongside work to reduce agricultural emissions. The retailer views supply chain decarbonisation as essential to meeting its science-based targets, which have been validated by the Science Based Targets initiative.

Current fleet includes battery electric and biomethane vehicles

As of early 2025, M&S operates over 210 biomethane trucks. The fleet includes approximately 150 Scania 4×2 rigid trucks and 26 Scania 6×2 articulated lorries. In addition, 13 battery electric HGVs and five battery electric rigid trucks serve various logistics operations.

Earlier this year, M&S added 85 zero and low-emission vehicles in a single deployment. This package comprised five 42-tonne battery electric Renault HGVs and 80 biomethane trucks. The electric vehicles operate from the Welham Green distribution centre, serving around 30 stores across London and the South East, including the Oxford Street flagship and Bluewater shopping centre.

The 80 biomethane additions included 30 new IVECO 6×2 models for clothing and home deliveries, marking the first deployment of these particular vehicles in UK retail. The remaining 50 trucks, all 4×2 configurations, support food operations through logistics partner Gist. Following this expansion, approximately 10% of the M&S fleet now runs on zero or low-emission power.

Recent trials have also introduced two 19-tonne Renault E-Tech electric rigid trucks operating in London through distribution partner Vertellus. These build on earlier electric vehicle rollouts as the retailer tests different technologies across various route profiles.

Mobile refuelling stations support infrastructure expansion

To support the planned fleet growth, M&S has signed a long-term agreement with CNG Fuels for mobile refuelling stations at its distribution centres. These on-site facilities provide daily refuelling capacity for more than 300 trucks, removing the need for drivers to detour to public filling stations.

The arrangement complements CNG Fuels’ national network of 16 public biomethane stations. The supplier plans to expand this infrastructure to support 20,000 truck refuelling transactions daily by 2028. For M&S, on-site refuelling offers operational efficiency alongside environmental benefits, reducing empty running and improving delivery schedules.

Infrastructure remains a significant barrier to commercial vehicle electrification in the UK. Battery electric HGVs require substantial charging capacity and long dwell times, which many distribution centres cannot currently accommodate. Consequently, biomethane offers an immediate alternative using adapted internal combustion engines with minimal operational changes.

Government funding backs electric truck deployment

The UK government has provided financial support for zero-emission commercial vehicles through a £200 million funding programme. This initiative aims to accelerate the rollout of battery electric and hydrogen fuel cell trucks across British logistics operations.

Future of Roads Minister Lilian Greenwood commented on M&S’s electric vehicle deployment in early 2025. She stated that government backing would help businesses lead the transition to zero-emission vehicles, specifically referencing the five battery electric lorries added to the M&S fleet.

The funding forms part of a broader £2.3 billion package supporting electric vehicle adoption across the UK transport sector. However, for heavy goods vehicles, the technology remains in relatively early stages. Range limitations, payload penalties, and charging infrastructure gaps mean biomethane and other transitional fuels continue to play an important role in freight decarbonisation.

Road freight accounts for quarter of UK transport emissions

Heavy goods vehicles contribute approximately 25% of UK transport sector emissions. Decarbonising road freight therefore represents a substantial opportunity for national emission reductions. Nevertheless, the sector faces distinct challenges compared with passenger car electrification.

Long daily ranges, heavy payloads, and tight delivery schedules make battery electric technology difficult to deploy at scale. Charging a 44-tonne lorry requires significantly more power than charging a car, and few logistics sites currently have adequate electrical supply. Infrastructure upgrades often involve substantial capital expenditure and long lead times.

Biomethane offers a drop-in renewable fuel that works with existing vehicle platforms and operational patterns. Trucks can refuel in minutes rather than hours, and the fuel is produced domestically from waste sources. For retailers like M&S, this provides a practical pathway to emission reductions while battery and hydrogen technologies mature.

The retailer’s approach also influences suppliers and logistics partners. Many hauliers serve multiple customers, meaning fleet upgrades for one major account can create wider benefits. As more retailers adopt low-emission vehicle requirements, the business case for biomethane and electric trucks strengthens across the sector.

Key developments in M&S low-emission fleet programme

• M&S currently operates more than 210 biomethane trucks and 18 battery electric vehicles across food, fashion, and home logistics.
• The retailer added 85 zero and low-emission vehicles in early 2025, bringing 10% of the fleet onto renewable or electric power.
• Approximately 100 additional biomethane trucks will join the fleet by March 2027, creating a total low-emission fleet of over 300 vehicles.
• On-site mobile refuelling stations will provide daily capacity for more than 300 trucks at M&S distribution centres through a long-term agreement with CNG Fuels.
• The Plan A strategy targets net-zero emissions by 2040, a decade ahead of the UK government deadline, with a 34% carbon reduction goal by 2025/26.
• Biomethane trucks reduce carbon dioxide emissions by up to 85% compared with diesel equivalents, according to industry data.
• Government funding of £200 million supports zero-emission commercial vehicle deployment across UK logistics operations.

Commercial considerations for SME transport operators

For small and medium-sized businesses operating commercial vehicles, the M&S fleet transition illustrates both opportunities and challenges. Biomethane and electric trucks involve higher upfront capital costs than diesel equivalents. However, fuel and maintenance savings can offset this premium over vehicle lifecycles, particularly as diesel prices remain volatile.

Access to refuelling or charging infrastructure represents a critical factor. Businesses without on-site facilities face operational constraints and potential downtime. Meanwhile, public charging networks for HGVs remain limited, though biomethane station coverage continues to expand. Companies need to assess whether their operating patterns and routes align with available infrastructure.

Regulatory pressure is also increasing. Public sector buyers often include carbon reduction requirements in tender specifications, following guidance such as Procurement Policy Note 06/21. This government directive requires suppliers bidding for major contracts to publish carbon reduction plans and demonstrate progress towards net-zero targets. For SMEs seeking public sector work, fleet decarbonisation may become a competitive necessity rather than an optional enhancement.

Financial support mechanisms exist to reduce transition costs. In addition to government grants, various leasing and financing options can spread capital expenditure. Some energy suppliers offer fixed-price biomethane contracts, providing cost certainty compared with diesel price fluctuations. For businesses with suitable routes and volumes, these factors can build a compelling financial case alongside environmental benefits.

Supply chain requirements may also drive change. As major retailers and manufacturers set net-zero targets, they increasingly expect logistics providers to reduce emissions. Being an early adopter of low-emission vehicles can create competitive advantages when bidding for contracts with sustainability-focused customers. Conversely, businesses that delay may find themselves excluded from certain opportunities as requirements tighten.

How biomethane production uses UK waste streams

Biomethane comes from anaerobic digestion of organic materials. This process breaks down waste in oxygen-free conditions, producing biogas that is then refined to create biomethane with properties similar to natural gas. Feedstocks include food waste from households and businesses, agricultural residues, animal manure, and sewage sludge.

The UK has substantial domestic biomethane production capacity, making the fuel less vulnerable to international supply disruptions than imported diesel. Using waste-derived fuel also creates circular economy benefits, diverting organic material from landfill while producing renewable energy. For businesses focused on comprehensive sustainability strategies, this closed-loop approach offers narrative value alongside carbon savings.

Production capacity continues to expand as demand grows. The M&S commitment to over 300 biomethane vehicles by 2027 provides long-term demand signals that encourage investment in production facilities. Similarly, infrastructure providers like CNG Fuels are expanding station networks in response to fleet commitments from major logistics operators.

Nevertheless, biomethane availability remains a constraint compared with diesel. Total UK production cannot yet support full conversion of the national HGV fleet. Consequently, most analysts view biomethane as a transitional fuel that enables immediate emission reductions while battery and hydrogen technologies scale up. For individual businesses, this means fleet transition strategies need to consider long-term energy availability alongside current benefits.

Planning fleet decarbonisation for your business

Businesses considering low-emission commercial vehicles should start with route analysis. Battery electric trucks work best for predictable, shorter routes with regular return to depot. Biomethane suits longer ranges and varied schedules similar to diesel operations. Understanding vehicle utilisation patterns helps identify which technology fits specific operational needs.

Total cost of ownership calculations should include fuel, maintenance, capital costs, and any carbon pricing exposure. Electric vehicles typically have lower maintenance requirements due to fewer moving parts, while biomethane trucks use established mechanical systems with known service costs. Fuel prices vary by region and contract terms, making detailed financial modelling essential.

Infrastructure planning requires early attention. Electric charging needs significant electrical supply capacity, which may require grid connection upgrades with long lead times. Biomethane requires either on-site refuelling or convenient access to public stations along operating routes. Both options involve capital expenditure and operational changes that need careful integration with existing logistics operations.

For businesses required to report carbon emissions under the Streamlined Energy and Carbon Reporting regulations, low-emission vehicles deliver measurable reductions in Scope 1 and Scope 3 emissions. This supports compliance reporting while potentially improving scores in tender evaluations that include sustainability criteria. Our ESG compliance and carbon reporting services help businesses measure these benefits and integrate them into reporting frameworks.

Supplier engagement matters particularly for SMEs using third-party hauliers. Asking logistics providers about their fleet transition plans and requesting emission data for specific services helps businesses understand their Scope 3 transport emissions. Some companies now specify low-emission vehicle requirements in haulage contracts, driving change through commercial relationships rather than direct fleet investment.

Wider retail sector moves on transport emissions

M&S is not alone in pursuing fleet decarbonisation. Several major UK retailers have announced similar commitments, creating momentum across the sector. Sainsbury’s has deployed electric delivery vans in urban areas, while other grocers have tested hydrogen fuel cell vehicles and expanded biomethane use.

This collective movement creates market pull for vehicle manufacturers and fuel suppliers. As orders increase, economies of scale reduce vehicle costs and expand infrastructure coverage. For smaller businesses, this means improved availability and potentially better financing terms as the market matures.

However, retail logistics often differs from other commercial transport operations. Supermarket distribution typically involves regular trunking routes between distribution centres and stores with predictable schedules. This suits low-emission technologies better than irregular long-distance work or construction site deliveries. Consequently, other sectors may face different challenges when decarbonising their fleets.

Additional resources for fleet decarbonisation planning

Businesses exploring commercial vehicle decarbonisation can access various government and industry resources. The Department for Transport publishes guidance on zero-emission vehicle grants and regulatory requirements. This includes details of available funding and eligibility criteria for different vehicle categories.

The Low Carbon Vehicle Partnership provides independent research and case studies on low-emission commercial vehicles. Their resources include total cost of ownership calculators and technology comparisons that help businesses evaluate options. Meanwhile, industry bodies such as the Logistics UK offer sector-specific guidance and represent member interests in policy discussions.

For businesses needing support with carbon reduction planning and net-zero strategy development, our net-zero programme for carbon reporting compliance provides structured guidance tailored to SME operations. This includes help with setting science-based targets and developing credible transition plans that meet procurement requirements and stakeholder expectations.

The Procurement Policy Note 06/21 guidance published by the Cabinet Office explains carbon reduction plan requirements for public sector suppliers. Understanding these obligations helps businesses prepare for tender participation and avoid exclusion from government contracts. As sustainability requirements become more common in private sector procurement, similar principles increasingly apply across commercial relationships.