What's next for the future of light commercial vehicles
The British Association of Landscape Industries was recently asked by a member to investigate what the future holds for light commercial vehicles, given that the manufacture of vans and cars which run solely on petrol or diesel is due to cease from 2030 under current proposals and the use of hybrid technology grants cars and vans use of petrol or diesel until 2035.
Before going into more detail, it is worth reviewing some terminology. Most vehicles classified as a ‘van’ currently used by landscape contractors sit in a category called ‘light commercial vehicle’, which includes any derivative of a van with a total weight including the vehicle, occupants, cargo and fuel of no more than 3.5 tons.
The 3.5 ton figure is significant, as it represents the upper weight limit of what drivers who passed their practical car test after 1st January 1997 can drive. Whilst drivers who gained their car license before 1997 can drive category B (car/van up to 3.5 tons), as well as BE (car/van and trailer), C1 (light goods vehicle between 3.5 and 7.5 tons), C1+E (light goods vehicle between 3.5 and 7.5 tons with trailer), those who passed their test after 1st January 1997 must pass additional test(s) to gain these entitlements on their license.
Similar looking vans from the same manufacturer can differ in specification widely, whilst more obvious variations in body style, engine size, wheelbase, roof height and options such as air-conditioning and even large tool chests can have a significant impact on the total weight - including the weight of the passengers – which can be placed in or on a van. This is commonly referred to as the payload.
Variations in the chassis of vans, emissions devices, safety features and optional extras over recent years has meant the weight of the van (the kerb weight) has increased, whilst the payload of vans has steadily been declining. In some cases the payload may be as little as 1000kg, which limits the use of vans for transporting construction materials or heavier landscape machinery. This reduction in payload has been flagged as an issue amongst some of our Association's maintenance contractors, who increasingly struggle to find vehicles capable of carrying operatives, equipment and materials whilst not breaching the 3.5 ton limit which applies to holders of a category B driving license.
Many landscape contractors also tow a trailer with their van. Aside from the need to ensure drivers who tow a trailer have the correct license, the maximum total weight of van, trailer and contents (termed the gross train weight) must also be taken into account.
As the use of petrol and diesel engines in new vans draws to an end, we have reviewed the gross vehicle weight, payload and towing capability of current and forthcoming electric vans. Several manufacturers have released versions of their existing vans which rely entirely on battery power, as well as a hybrid arrangement which combines a battery with engine.
One significant change is the higher weight of vans which contain a battery as a means of propelling the vehicle. Batteries are particularly heavy, meaning the kerb weight of an electric van is higher than a comparable-sized petrol or diesel van.
To avoid a scenario where the payload of electric vans would be very small on a van with a gross vehicle weight of 3.5 tons, in 2018 the law in the UK was changed for category B license holders, so that when they drive alternatively fuelled vehicles (electricity, natural gas, biogas or hydrogen; or hydrogen and electricity), their license permits them to drive a vehicle with a gross vehicle weight of 4.25 tons. The restrictions to this exemption are as follows:
- Vehicle Not driven outside GB
- Transportation of goods only (not people)
- Not towing a trailer
- Driver completed 5 hours of training
Since this exemption applies to the UK only, not all manufacturers of vans have taken advantage of this exemption. The current electric Mercedes Sprinter, for example, has a gross vehicle weight of 3.5 tons which, after the kerb weight of the vehicle is factored in, gives a payload of 774Kg. This figure is on the lower side, with competitors such as the Renault Master ZE – which also has a gross vehicle weight of 3.5t - offering a payload of 1,700Kg. This higher payload comes at the expense or range; the Mercedes has an estimated range of 110 miles on one charge whilst the Renault has a range of 75 miles on one charge.
As far as our Association is aware, none of the electric-only vans currently available are permitted to tow a trailer of any description, although hybrid vehicles retain this ability.
The models of van released by even the largest manufacturers represent the first version of mass-produced electric vans. The technology is still relatively new, which means shortfalls in current technology such as reduced payload, limited range or the ability to tow are likely to be overcome in future years.
Whilst the current range of electric vans may serve some sectors of the industry where payload is not a major consideration, mileage range is likely to be a limiting factor and charging opportunities should be considered carefully. Mileage range on a single charge will vary according to temperature, driving style and payload. Although this is no different to a petrol or diesel engine, charging times are slower than when refuelling with petrol and diesel, and chargers are not yet as commonplace as traditional fuel stations.
We have been advised by a major freight trade association that if battery powered vehicles fail to meet the needs of the landscape industry in the future, operatives may need to drive vehicles in the next category up from light commercial vehicles, with a gross vehicle weight of 3.5t – 7.5t. These vehicles can continue using petrol or diesel for the foreseeable future, although drivers of these vehicles require a C1 license entitlement.
Further reading:
Changes to licence requirements for Alternatively Fuelled Vehicles (AFVs)
Sales of new petrol and diesel cars and vans to end in the UK by 2030
