Wholesalers prove electric HGVs can match diesel as new case study reveals real-world results
Scottish wholesale trial demonstrates electric HGV savings and operational range
Electric heavy goods vehicles have delivered real cost savings and emissions cuts in a year-long trial by Scottish wholesalers. The case study, run by the Scottish Wholesale Association with Renault Trucks and Vertellus, found that electric 18-tonne trucks handled up to 95% of local and regional delivery routes while cutting operating costs and carbon output.
The trial matters because it moves beyond theory. United Wholesale (Scotland) and Creed Foodservice used the vehicles on multi-drop food and drink deliveries across all seasons. Consequently, the findings reflect everyday wholesale logistics rather than controlled demonstrations.
For businesses weighing up fleet decisions, the results show electric trucks now offer a practical option for many distribution routes. However, high upfront purchase costs remain a barrier for smaller operators.
Twelve-month field trial tested real wholesale operations
The study builds on earlier SWA decarbonisation work examining battery-electric and hydrogen freight options for Scotland's wholesale sector. In late 2024, SWA members gained access to a Renault Trucks E-Tech D 18-tonne HGV through Vertellus' EV Discovery Programme. The 12-month rental cost matched diesel truck pricing closely.
Two wholesalers took part. United Wholesale (Scotland) and Creed Foodservice ran the vehicles on typical delivery rounds throughout the year. The trial aimed to test whether electric HGVs could work in normal operations, not just controlled tests.
Both companies operate multi-drop routes delivering food and drink across Scottish towns and cities. These journeys involve frequent stops, varied loads, and seasonal weather conditions. As a result, the trial provided a realistic picture of how electric trucks perform under commercial pressure.
The vehicles used were 18-tonne rigids, a common size for wholesale distribution. They charged overnight at depot facilities rather than relying on public infrastructure. This approach reflects how most fleet operators would deploy electric trucks in practice.
Electric trucks covered 95% of routes with battery capacity to spare
The headline finding showed that up to 95% of short and regional journeys could be completed using electric trucks. The vehicles matched or exceeded diesel performance on local multi-drop routes. Meanwhile, average battery use reached only 36%, meaning spare range remained available in typical operations.
On operating costs, depot charging delivered savings of around £10 to £20 per 100 kilometres for United Wholesale (Scotland). Creed Foodservice estimated annual savings of £6,630 based on February 2026 electricity and energy prices. These figures assume overnight charging at depot facilities where electricity tariffs are lower.
Emissions cuts proved substantial. The vehicles reduced carbon output by more than 50 kilograms of CO₂ per 100 kilometres. Over a year, this equates to roughly 10 to 13 tonnes per vehicle. For wholesalers facing pressure from customers or public sector procurement requirements, these reductions strengthen sustainability credentials.
Battery performance remained consistent across seasons. The trial ran through winter and summer, testing how temperature variations affected range. The 36% average battery use suggests vehicles could handle longer routes or heavier loads without approaching capacity limits.
Charging infrastructure proved straightforward. Both wholesalers installed depot chargers and scheduled charging overnight when electricity costs are lower. This eliminated reliance on public charging networks, which remain patchy in some regions. Depot charging also ensures vehicles start each day fully charged, removing range anxiety from operational planning.
Purchase costs remain a barrier despite lower running expenses
The trial demonstrates clear operational and financial benefits, yet adoption faces obstacles. Electric HGVs can cost up to three times as much as diesel equivalents, according to earlier SWA case study work. The SWA's sustainability lead identified upfront prices as a major barrier for wholesalers considering electrification.
This cost gap matters more for smaller operators. Large fleets can spread capital costs across multiple vehicles and benefit from volume discounts. Small and medium wholesalers often lack the cashflow to absorb higher purchase prices, even when running costs prove lower.
Leasing models offer a solution. The Vertellus EV Discovery Programme used in this trial charges rental fees close to diesel truck costs. This approach removes the capital barrier and allows businesses to test electric vehicles before committing to purchase. However, leasing availability remains limited, and not all operators can access suitable finance.
Charging infrastructure also requires investment. Depot installations typically cost several thousand pounds per charging point. For businesses operating from leased premises, securing landlord approval and managing installation costs adds complexity. Public charging networks remain inadequate for commercial vehicles in many areas.
Government support could accelerate adoption. Grants for vehicle purchase and charging infrastructure exist, but eligibility criteria and funding caps vary. Some wholesalers qualify for public sector support, while others must self-fund. This inconsistency affects planning and investment decisions.
Resale values for electric HGVs remain uncertain. The second-hand diesel truck market is well established, providing predictable residual values. Electric vehicle resale markets are still developing, making it harder to calculate total cost of ownership accurately. This uncertainty affects lease pricing and purchase decisions alike.
What the trial reveals for wholesale fleet decisions
- Electric 18-tonne trucks successfully completed up to 95% of local and regional wholesale delivery routes in year-long testing by Scottish operators.
- Operating cost savings ranged from £10 to £20 per 100 kilometres, with one wholesaler estimating annual savings of £6,630 based on February 2026 energy prices.
- Vehicles cut carbon emissions by more than 50 kilograms of CO₂ per 100 kilometres, equivalent to roughly 10 to 13 tonnes annually per truck.
- Average battery use reached only 36% on typical routes, indicating spare capacity for longer journeys or heavier loads.
- Depot charging proved practical and cost-effective, eliminating reliance on public charging infrastructure for most operations.
- Upfront purchase costs remain up to three times higher than diesel trucks, creating a capital barrier for smaller wholesale businesses.
- Leasing models can match diesel rental costs, offering a lower-risk entry point for operators testing electric fleet options.
How wholesale operators should approach fleet electrification
The trial results suggest electric HGVs now suit many wholesale distribution patterns. Businesses operating local and regional routes with depot return should assess whether their journeys fit the 95% coverage found in the study. Route planning data can reveal what proportion of deliveries fall within electric truck range.
Cost modelling matters. Operators should calculate potential savings based on their actual mileage, electricity tariffs, and diesel prices. The trial used February 2026 energy prices, but tariffs vary by region and supplier. Our net-zero program helps businesses build accurate cost comparisons that reflect local conditions and operational patterns.
Charging infrastructure requires early planning. Depot installations need electrical capacity assessments, grid connection upgrades in some cases, and coordination with landlords where premises are leased. Lead times for installation can extend to several months, so operators should begin infrastructure planning well before vehicle delivery.
Leasing offers a practical starting point for businesses uncertain about committing capital. The Vertellus model used in this trial demonstrates how rental costs can match diesel equivalents. However, lease terms vary, and operators should compare options carefully. Some agreements include maintenance and charging infrastructure, while others require separate arrangements.
Public sector suppliers face additional considerations. PPN 06/21 and similar procurement requirements increasingly favour low-emission fleets. Wholesalers bidding for public contracts may find electric vehicles strengthen tender responses. Carbon reduction commitments can become selection criteria, making fleet electrification a competitive advantage rather than just a cost decision.
Emissions reporting is becoming standard. More businesses now measure Scope 1 and Scope 3 emissions as part of ESG compliance. Electric fleet vehicles reduce reported emissions directly, improving sustainability metrics that customers and investors increasingly scrutinise. Our compliance support helps operators integrate fleet emissions into broader carbon reporting frameworks.
Training and driver engagement should not be overlooked. Electric trucks handle differently to diesel vehicles, particularly regarding regenerative braking and energy management. Driver behaviour affects range and efficiency significantly. Businesses should plan induction training and ongoing coaching to maximise vehicle performance and driver confidence.
Further information and industry guidance
The Scottish Wholesale Association published detailed findings from the trial, providing route data and cost breakdowns for member businesses. The SWA website includes case studies and decarbonisation resources for the wholesale sector.
Renault Trucks offers technical specifications and operational guidance for the E-Tech D range on its UK website, including charging requirements and range calculators. The manufacturer provides support for businesses assessing electric truck suitability.
The Department for Transport maintains information on grants and support schemes for zero-emission commercial vehicles. Funding availability and eligibility criteria change periodically, so operators should check current schemes before planning purchases.
Energy tariff comparisons matter for accurate cost modelling. The Office of Gas and Electricity Markets provides guidance on commercial electricity pricing and time-of-use tariffs that affect depot charging costs. Operators should review tariff options with suppliers to identify the most suitable arrangements for overnight charging.