UK truck drivers ask: How can we go green with only five public charging sites?

The figures, confirmed to Freight Carbon Zero by the Office for Zero Emission Vehicles (OZEV) in Britain and the Federal Ministry for Digital and Transport (BMV) in Germany, underline the scale of the challenge:

- UK (as of May 2025): 5 public sites with dedicated HGV charging

- Germany (as of 30 April 2025): 50 sites

Many British lorry drivers are openly questioning whether the government’s green freight ambitions are realistic without urgent investment in infrastructure. The frustration is visible on industry forums.

“Most [UK operators] do depot charging, sure, but if you’re out on the road, good luck finding somewhere you can park a 44-tonner and plug in,” one driver explained on r/uktrucking.

Another forum user added: “They started building those places ten years ago here in Sweden, is the UK that far behind?”

These aren’t isolated complaints. Even in depot-focused operations, drivers say range anxiety for heavy loads is real. As one UK poster wrote on TruckNet UK: “It’s not that we don’t want to go green. It’s that you’ve got nowhere to plug the thing in.”

The infrastructure gap stems largely from different policy approaches. Germany’s now-concluded Climate Protection Programme for Commercial Vehicles with Alternative Drives (KsNI) poured funding into both HGVs and chargers, covering up to 80% of the extra cost of a zero-emission lorry compared with diesel, and up to 80% of the cost of installing charging infrastructure.

This comprehensive approach has left a visible mark: according to the Federal Ministry for Digital and Transport (BMV), these 50 public sites together host 192 charging points, 40 of them delivering at least 400 kW. Under the Lkw-Schnellladenetz scheme, another 350 public sites are planned along Germany’s motorway network.

The £200m Zero Emission HGV and Infrastructure Demonstrator (ZEHID) programme aims to change this landscape dramatically, with 73 charging locations (over 360 bays) in the pipeline, including 54 public hubs. But right now, drivers looking for a plug are likely to find a diesel pump much faster.

Driver feedback suggests the lack of public access points represents more than inconvenience—it’s a fundamental barrier to adoption. Long-haul drivers Lina and Chris told Freight Carbon Zero: “At this moment, we’re even struggling to park up our trucks for statutory breaks and rest periods while out on the road. It’s hard to imagine that enough parking places will be created for every lorry in the country, which is also a charging station at the same time.”

They warn that misuse is inevitable: “I think drivers will abuse the facility and park on charging points for longer rest times or breaks, just as they do at the fuel pumps, to bypass the lack of parking spaces.”

The pair say some large operators like Amazon or Tesco might integrate charging into loading bays, but doubt whether subcontractors would be allowed to plug in. “We can’t see how companies that run their trucks 24/7 would find time to charge their lorries,” they added.

This contrasts sharply with Germany, where long-haul drivers already have access to public sites with 400 kW charging speeds, enough to top up a truck’s battery significantly during the mandated 45-minute break every 4.5 hours. This integration of charging into existing rest regulations is one reason German operators report fewer operational headaches when deploying electric HGVs.

It’s not just about the quantity of chargers. Accessibility, bay length, and site design are crucial factors. In Norway and Sweden, both further ahead than the UK in public HGV charging, sites are being built with 20–25m bays specifically for articulated lorries.

Drivers on r/uktrucking pointed out that in the UK, “the average public charging space has a short wire and small parking space,” making many sites practically unusable for HGVs. This design oversight effectively reduces the already limited charging options available to truck drivers.

OZEV says provision is “growing as the demand for zero-emission HGVs increases,” and that ZEHID-backed infrastructure will expand rapidly over the next two years. The programme promises to transform the landscape, but delivery timelines remain critical as operators face increasing pressure to decarbonise.

For many drivers, however, promises of future infrastructure provide cold comfort. As one forum user summarised the current situation: “We keep hearing about the plans. But on the ground, it still feels like the early days of diesel. Except without anywhere to fill up.”