South Hams Council's Bin Lorries Achieve Major Carbon Cuts
<p>A council in Devon has completed a trial using hydrotreated vegetable oil in its bin lorries. The results suggest that renewable diesel could help local authorities cut emissions from heavy fleet vehicles before electric alternatives become widely available. However, the evidence also raises questions about lifecycle carbon accounting and the origins of vegetable oil feedstock used in this type of fuel.</p><p>South Hams District Council tested HVO in four waste and recycling vehicles. The trial reported carbon reductions between 79% and 89%, with no modifications required to the vehicles themselves. Consequently, the council is now considering whether to extend the trial for six months and assess the case for wider adoption across its refuse fleet.</p><p>For businesses managing commercial fleets, the trial highlights both the potential and the complexity of renewable fuels. They can deliver immediate cuts in calculated emissions. At the same time, the real-world benefit depends heavily on how the fuel is made, where the feedstock comes from, and what lifecycle effects are included in the carbon calculation.</p><h2>Waste collection accounts for most council transport emissions</h2><p>Transport is the largest single source of emissions under South Hams District Council's direct control. In 2023/24, the council recorded total net emissions of 8,258 tonnes of carbon dioxide equivalent. Transport contributed 2,784 tonnes, representing 34% of gross emissions. Two thirds of that transport footprint came from the refuse fleet.</p><p>The council runs 13 refuse collection vehicles. Together they generate approximately 642 tonnes of emissions each year. The wider fleet includes 118 vehicles, covering more than 1.1 million miles annually and producing around 1,215 tonnes of greenhouse gas emissions across the categories measured.</p><p>Meanwhile, the council has committed to reaching net zero for Scope 1 and Scope 2 emissions by 2030. It has already replaced 15 diesel vans with electric models and continues to improve depot charging infrastructure. Nevertheless, heavy collection vehicles present a different challenge.</p><h2>Trial results show significant calculated reductions</h2><p>Hydrotreated vegetable oil is a renewable diesel designed to work in conventional diesel engines without modification. It is sometimes referred to as a drop-in fuel because it can replace fossil diesel directly. South Hams used it in four waste vehicles during the trial period.</p><p>According to the council's findings, carbon emissions fell by between 79% and 89% compared with standard diesel. No vehicle modifications were needed. Furthermore, the trial found no compatibility or reliability issues during operation. Fuel efficiency appeared to improve in larger vehicles operating frequent stop-start routes, which is typical for refuse collection.</p><p>Those operating conditions matter. Bin lorries travel slowly, stop repeatedly, and carry heavy loads throughout the day. Battery-electric replacements exist in parts of the commercial vehicle market. However, range, payload capacity, charging infrastructure, and depot upgrades can make a rapid switch difficult for waste fleets specifically.</p><p>As a result, the council is considering a six-month extension of the trial at its Ivybridge and Torr Quarry depots. The extension would allow further assessment of operating performance, fuel costs, and sustainability credentials before any decision to expand HVO use across the fleet.</p><h2>Estimated savings if HVO is rolled out fleet-wide</h2><p>If HVO were adopted across the full waste fleet, South Hams estimates that annual emissions could fall by approximately 1,210 tonnes of carbon dioxide equivalent. This would represent an 81% reduction in emissions from the waste and recycling fleet. Based on 2025/26 fuel use, it could also reduce the council's overall direct and indirect emissions by 61%.</p><p>The council describes HVO as a transition measure rather than a permanent replacement for zero-emission vehicles. Its assessment presents the trial as evidence that emissions from larger collection vehicles can be reduced immediately while electric options continue to develop. This approach treats HVO as a bridge technology, not a final destination.</p><p>At the same time, the council has already electrified 15 diesel vans. This indicates that full electrification remains the preferred long-term direction for smaller commercial vehicles where the technology is already practical.</p><h2>Lifecycle carbon and feedstock sustainability concerns</h2><p>The headline emissions savings depend heavily on how HVO is produced and what raw materials are used. South Hams' own transport decarbonisation analysis cautioned that reported savings can appear much larger when only tailpipe emissions are counted.</p><p>The council-commissioned report noted that HVO made from used cooking oil can have a very low tank-to-wheel emissions factor compared with diesel. However, when wider lifecycle effects are included, the report estimated a much smaller carbon-intensity reduction of around 18% under the circumstances it examined. This includes production, transport, and other supply-chain impacts.</p><p>The report also raised concerns about the origin of used cooking oil imported into Europe. According to cited UK transport-fuel data, much of the feedstock used for UK HVO has historically originated outside Europe. Imported used cooking oil may have previously served other purposes, including animal feed. Consequently, material labelled as waste could displace existing uses or encourage indirect land-use and supply-chain impacts.</p><p>For that reason, any wider procurement by South Hams would need credible sustainability certification. The council would also need checks confirming the origin and status of the fuel's feedstock. Without that verification, the real-world carbon benefit could be significantly lower than the trial figures suggest.</p><h2>Where HVO fits in the council's decarbonisation programme</h2><p>The HVO project addresses one of the most difficult parts of the council's decarbonisation programme. Heavy, high-mileage vehicles are challenging to replace quickly, particularly when depot infrastructure is not yet configured for electric charging at scale.</p><p>South Hams' organisational decarbonisation study found that indirect emissions totalled around 1,150 tonnes of carbon dioxide equivalent. The waste fleet contributed approximately 1,016 tonnes, or 61% of that category. The study also modelled a future in which the South Hams and West Devon fleet was fully electrified, leaving estimated residual annual emissions of only 62 tonnes in 2030.</p><p>That modelling reinforces the distinction between a short-term reduction and a final solution. HVO can potentially be deployed using existing vehicles and infrastructure. In contrast, full electrification requires vehicle replacement, depot upgrades, and sufficient charging capacity. Both approaches have a role, but they operate on different timescales.</p><h2>What this means for businesses managing commercial fleets</h2><p>The South Hams trial demonstrates that councils and businesses can reduce emissions from operational fleets without waiting for every heavy-duty vehicle to become electric. If the reported savings are replicated across the fleet, HVO could make a substantial contribution to near-term carbon targets and reduce dependence on fossil diesel.</p><p>However, the figures should be interpreted carefully. The 79% to 89% reduction reported from the trial reflects the accounting method and assumptions used for the fuel. Lifecycle emissions, feedstock sustainability, and possible indirect effects could reduce the real-world benefit. Therefore, businesses considering HVO should ask for full lifecycle carbon data and evidence of certified sustainable feedstock.</p><p>For organisations working toward net zero or preparing for <a href="https://sbs.eco/net-zero-program/">PPN 06/21 compliance in public sector supply chains</a>, renewable diesel may offer a way to cut emissions from vehicles that cannot yet be electrified. It is particularly relevant for heavy goods vehicles, refuse trucks, and other high-mileage fleet categories where electric alternatives are not yet practical or affordable.</p><p>Nevertheless, HVO should not be treated as a substitute for electrification. The most credible approach is likely to be limited, certified use of HVO for heavy vehicles that cannot yet be replaced, combined with continued investment in electric vans, depot charging, and zero-emission vehicles where technology and infrastructure allow.</p><h2>Implications for carbon reporting and public procurement</h2><p>Carbon reporting standards are becoming more detailed. Businesses that report emissions under frameworks such as the Streamlined Energy and Carbon Reporting regulations, or those preparing carbon reduction plans for public sector tenders, need to account for transport emissions accurately. HVO can reduce reported emissions, but only if the fuel meets recognised sustainability criteria and lifecycle accounting is transparent.</p><p>Public sector suppliers should also be aware that contracting authorities are increasingly scrutinising the emissions intensity of service delivery. For example, waste management contractors, logistics providers, and facilities management firms may be asked to demonstrate how they are reducing transport emissions. Switching to HVO could support those commitments, provided the fuel is properly certified and lifecycle emissions are fully disclosed.</p><p>Moreover, businesses claiming carbon reductions from HVO should ensure that their calculations align with the accounting boundaries used in their carbon reduction plans. If a business reports only tank-to-wheel emissions but a contracting authority expects full lifecycle accounting, the claimed benefit may not be recognised. Clarity on methodology is therefore essential.</p><p>Organisations that want to explore renewable fuels as part of a wider decarbonisation strategy can find support through <a href="https://sbs.eco/net-zero-hub/">net zero planning and carbon reduction services</a> that cover transport, procurement, and compliance together.</p><h2>Council waste fleets tested HVO with significant results</h2><ul><li>South Hams District Council tested hydrotreated vegetable oil in four waste and recycling vehicles.</li><li>The trial reported carbon emission reductions between 79% and 89% compared with standard diesel.</li><li>No vehicle modifications were required, and no compatibility or reliability issues were found.</li><li>If adopted fleet-wide, HVO could reduce waste fleet emissions by approximately 1,210 tonnes of carbon dioxide equivalent annually.</li><li>The council's own transport decarbonisation report estimated that lifecycle carbon savings from HVO could be around 18% when full supply-chain impacts are included.</li><li>Concerns were raised about the origin of used cooking oil feedstock, particularly imports from outside Europe that may displace other uses.</li><li>The council is considering a six-month extension of the trial at Ivybridge and Torr Quarry depots before deciding on wider adoption.</li><li>South Hams has already replaced 15 diesel vans with electric models and is committed to net zero for Scope 1 and Scope 2 emissions by 2030.</li></ul><h2>Questions businesses should ask before adopting HVO</h2><p>If your business is considering renewable diesel for commercial vehicles, start by asking for full lifecycle carbon data from the fuel supplier. This should include well-to-wheel emissions, not just tank-to-wheel figures. The difference can be significant.</p><p>Next, check the certification of the feedstock. Look for evidence that the vegetable oil or waste material used to produce the fuel comes from genuinely sustainable sources. Certification schemes such as the International Sustainability and Carbon Certification system provide third-party verification. Without that verification, claims of low-carbon fuel may not stand up to scrutiny.</p><p>Consider how the switch to HVO fits with your wider fleet strategy. Is it a short-term measure to cut emissions from vehicles that cannot yet be electrified? Or is it being used to delay investment in electric vehicles? The former is a reasonable transition strategy. The latter could leave your business exposed as electric options improve and regulatory pressure increases.</p><p>Also consider the cost. HVO is typically more expensive than fossil diesel, although prices vary depending on feedstock and supply agreements. Work out whether the carbon saving justifies the additional fuel cost, particularly if your business is subject to carbon pricing, public sector carbon reporting requirements, or customer expectations on sustainability.</p><p>Finally, think about how you will report the emissions reduction. If you claim a large percentage saving based on tank-to-wheel emissions, be prepared to explain that methodology. Contracting authorities, investors, and customers are becoming more knowledgeable about carbon accounting. Transparency and consistency matter more than headline percentages.</p><p>Businesses that need help with fleet decarbonisation, carbon reporting, or <a href="https://sbs.eco/compliance/">compliance with public sector carbon reduction requirements</a> can access specialist advice that covers both immediate reductions and long-term planning.</p><h2>Guidance and further information on renewable fuels and fleet decarbonisation</h2><p>The <a href="https://www.gov.uk/government/organisations/department-for-transport">Department for Transport</a> publishes guidance on renewable fuels and their role in decarbonising road transport. This includes information on the Renewable Transport Fuel Obligation, which sets sustainability criteria for biofuels and other renewable fuels used in the UK.</p><p>The <a href="https://www.gov.uk/government/organisations/department-for-energy-security-and-net-zero">Department for Energy Security and Net Zero</a> provides resources on the UK's net zero strategy, including the role of renewable fuels in heavy transport. Its publications cover policy direction, carbon accounting methodologies, and sector-specific decarbonisation pathways.</p><p>The <a href="https://www.energysavingtrust.org.uk/">Energy Saving Trust</a> offers practical guidance for businesses and public bodies on fleet decarbonisation, including electric vehicle adoption, renewable fuels, and total cost of ownership analysis. Its resources include case studies from local authorities and commercial fleets.</p><p>For carbon reporting and sustainability certification, the <a href="https://www.iscc-system.org/">International Sustainability and Carbon Certification</a> scheme provides standards for verifying the sustainability of biofuels and renewable feedstocks. Businesses sourcing HVO should check whether their supplier holds ISCC certification or equivalent third-party verification.</p><p>The <a href="https://www.gov.uk/government/publications/procuring-for-net-zero-the-procurement-policy-note">Procurement Policy Note 06/21</a> on carbon reduction plans sets out the requirements for suppliers bidding for major government contracts. It includes expectations on transport emissions and the evidence needed to demonstrate credible decarbonisation strategies.</p>
