As we kick off the New Year 2024, we have asked our expert commentators to share their hopes for the year ahead as the industry continues its drive to decarbonise.

Chris Douglas

For the sake of the operators, let’s just try to get along…

I’m a big fan of open, healthy (and, where constructive, heated) debate and there’s nothing wrong with having a passion for your subject and standing by your personal convictions – but, let’s remember, when it comes to the puzzle of road freight decarbonisation and the merits or otherwise of technologies, fuels and other interventions, it’s clarity for operators that’s most important.

Sure, there are plenty of valid opinions on what way forward is best and we heard much last year from researchers, consultants, trade press, government and academics alike – but, at times, cringeworthy ego, intransigence and squabble got in the way of meaningful, balanced dialogue, to nobody’s real benefit.

It’s safe to predict those debates will continue through 2024, while operators wrestle with an ever-expanding long list of potential solutions and a myriad of questions to answer, to assess what’s really best for their own specific operation. The puzzle is likely to become more complicated, not less. In my book, that puts the value of listening to the real-world operational experiences of peers ahead of the entrenched leanings of the learned!

Darren Newman

In the upcoming year, I‘d like to see greater participation from vehicle operators in the discussions on achieving net zero, particularly the smaller and family-owned businesses. Despite their limited representation, these businesses not only possess valuable insights but are key players in the sector. This year we have seen the highest bankruptcy rate in over 10 years so we must accommodate their views and concerns. It is important that these operators not only get involved but commence efforts to monitor their emissions, evaluate fleet and site energy requirements, laying the groundwork necessary to appreciate the magnitude of the journey toward zero tailpipe emissions.

Another crucial aspect for me is the recognition and endorsement of renewable fuels, both legislatively and in practical applications. Sole reliance on zero tailpipe solutions, whilst commendable on paper, risks a prolonged, costly and complex transition. The massive scale-up of renewable energy infrastructure, site connections, and chargers merely sets the stage for zero-emission vehicle adoption. However, the systematic replacement of half a million trucks with zero-emission vehicles, at a threefold increase in cost, presents a currently unresolved challenge. Incorporating renewable fuels into the solution is essential for immediate and substantial Scope 1 reductions, mitigating potential pitfalls and market disruptions inherent in a rigidly technology-prescriptive approach.

Janet Wood

For the energy sector, 2024 will be all about connecting clean supply with demand without breaking the bank.

Despite well-publicised hiccups in the wind sector, the roll-out of renewables continues, so the keynote for 2024 will be making the most of the wind and sun. For government, that means a campaign to get public support for the new cables and substations needed to transport the power. But both suppliers and network companies will be working equally hard to get large users to become active energy partners. They will be offering cash payments to shift power use, such as for charging EVs, to times when power is abundant. They will also be seeking out large users in specific locations who can be paid to scale power demand down (or up) in ways that help the local grid. As always, the most flexible can make the most gains.

Infrastructure is also key when it comes to ‘molecules’, specifically green hydrogen. The prevailing view of green hydrogen has changed recently from a ‘swiss army knife’ with many functions to a scarce resource best used for specific key roles. Expect that discussion to become more heated as hydrogen development consent applications are submitted. A planned green hydrogen terminal at Immingham could be a focus for debate.

Dominic Schofield

Here are my hopes for the coming year in freight decarbonisation. I’m restricting myself to things I think are within the bounds of possibility, but the first two would require an outbreak of common sense in the political sphere, so maybe I’m kidding myself!

A government (of whatever party) that recognises capital investment in infrastructure for net zero should be exempt from its spending caps. This kind of investment, in things like grid reinforcement and high-power charging rollout, is needed to close the UK’s productivity gap as well as achieve net zero, and most economists would argue it’s not the sort of thing that ‘spooks the markets’ in the same way as short-term tax giveaways do.

A joined-up plan for strategic charging (and hydrogen refuelling) locations AND better truck stops with decent driver facilities.

Genuine progress on the development of solid-state batteries. (But, not such rapid progress that everyone stops buying the current crop of EVs while they wait for solid state batteries to arrive!). Our normal information newsletter service will resume next week – for all the latest updates check out the Freight Carbon Zero website.