Agnostic: the future of alternative fuels in road transport

How do we give transport operators more options to decarbonise? We asked alternative fuels specialist and IRU member Hexagon Agility.

Which alternative fuel options are available right now? How do we foster a more diverse portfolio of solutions? How can vehicle manufacturers help?

The IRU Green Compact’s “dual approach” to decarbonising road transport leverages both efficiency measures and alternative fuels.

Efficiency measures cover logistics (retiming, route optimisation and eco-trucks), vehicles (tyres, lightweighting and advanced lubrication), and drivers (eco-driving, skills monitoring and certification schemes).

The second level of action focuses on building a robust, practical and economic transition to alternative fuels. This means investing now in fossil-free alternative fuels, including electricity, hydrogen and biofuels, as well as the public and private infrastructure, vehicles and operational practices needed to use them.

We asked Hexagon Agility, a leading manufacturer of fuel solutions for commercial vehicles and gas transport, about the available options and how to build on them.

What are the biggest decarbonisation challenges facing Europe?

The road transport sector has committed to become fully carbon neutral by 2050, in line with national and international targets. But European fleet operations vary greatly – by country, application, technology and infrastructure.

A key challenge today is the current EU regulatory framework that exclusively promotes zero-emission tailpipe vehicles. This framework limits operators’ choices to a single technology that might not be scalable, available or usable for a given application.

This leads to uncertainty among transport operators and vehicle manufacturers when evaluating the switch to alternative fuels, ultimately leading to delays in effective decarbonisation measures.

We believe that regulation promoting competition in the technology marketplace, allowing for a mix of fuel solutions rather than a single source, would accelerate decarbonisation efforts.

What should we do?

An optimal scenario would allow transport companies to select the energy source that best suits their operations.

For operators to maintain sustainable businesses, operational changes for a greener footprint must be minimal. One option is biomethane.

Bio-CNG and Bio-LNG trucks are familiar to many fleets due to their technological similarity with diesel trucks. The fuelling infrastructure is available and abundant.

Legislation should allow the same weight and dimension exemptions for Bio-CNG and Bio-LNG trucks as for electric ones. Bio-CNG and Bio-LNG trucks backed by the Hexagon Agility ProCab system can deliver a range of over 1,000km – today!

What is the ProCab system?

Our ProCab CNG fuel system is installed behind the cab and available in a range of sizes. It is currently being tested in the UK with a truck operated by Campeys of Selby, with the fuel system mounted on the truck chassis.

This test truck is transporting glass, allowing for two more cylinders to be installed behind the cabin. With the addition of a two-tank ProCab system, the truck now has a range of over 1,000km on a single fill.

For now, the ProCab solution is limited to special applications like glass carriers, powder tankers, some liquid tankers, and tippers. However, we believe it should be part of future Bio-CNG truck offerings. This can enable the true concept of long-haul CNG trucks, which is currently underpromoted in Europe.

For original equipment manufacturers, implementing this technology would be relatively quick and economical. It’s based on a proven solution. We are in the process of launching several pilot projects with European manufacturers to test the concept on a European truck outside of Europe.

What worries operators the most in terms of planning?

In one word, uncertainty. Operators are worried that they will be restricted to a single technology. This impacts both their capital expenditure and bottom line. Diversification is key. Operators must meet customer demand and stay in business.

These changes – while steered by mandatory targets imposed by regulators – should be made practically achievable, allowing operators to select from a wide range of CO₂-neutral options.

Recent EU legislative developments are of little help in terms of decarbonisation planning. Regulators would be better served by an inclusive strategy towards CO₂-reduction targets, one that recognises the contribution of carbon-neutral fuels. For example, Bio-CNG is ready right now. Today’s trucks provide the necessary power and range to meet operational needs while immediately reducing emissions.

Are small and big companies impacted differently?

Small and medium-sized enterprises have limited resources, budget constraints and fewer truck loads to recoup investment. These challenges make it harder to plan fleet renewals compared with larger companies.

However small and big fleets face the same overarching issue: the fewer the technology choice options, the bigger the operational changes associated with the decarbonisation process.

How can vehicle manufacturers make the most of available technologies?

Given the current level of uncertainty surrounding the regulatory landscape, original equipment manufacturers should embrace available technologies. This encourages a diversified technology portfolio that meets all operational needs.

Vehicle manufacturers are investing in zero-emissions technology research and development. Potential investment options should include extending the driving range of trucks powered by Bio-CNG. This would require moderate investment and limited time. The technology is available in many regions. Over 100,000 vehicles worldwide are running on this technology.

What are the main regional differences for Bio-CNG?

North America is leading the path to Bio-CNG. The key legislative difference between North America and Europe centres around weights and dimensions.

In North America, a natural gas truck with a diesel-like driving range is not uncommon. Gas pressure vessels can be mounted on the chassis sides and behind the truck cabin. We believe Europe's potential for Bio-CNG trucks hasn’t been truly unlocked yet. This must be considered when shaping the future of the European trucking industry.

Where do you see the market and your offerings in five to ten years?

Hexagon Agility will adapt to market trends and operators’ requirements, providing a wide range of Bio-CNG and Bio-LNG solutions.

By aligning with operators and understanding their needs, legislators and manufacturers could play a key role in ensuring that road transport decarbonises effectively.

We envision a diverse European fleet of high-performing trucks fuelled by different sources.

How can regulators help?

In Europe, two critical topics are the CO₂ emission standards and the weights and dimensions regulation.

The recent vote by the European Parliament confirms the EU's exemplary ambitions regarding CO₂ emissions. However, it does not yet enable a broader range of technologies to achieve these targets. It creates further uncertainty for stakeholders.

We firmly believe renewable fuels like Bio-CNG should be properly included in the legislation. We will continue to raise awareness of what is possible with this technology.

Truck length exemptions are essential for unlocking the full potential of Bio-CNG. This requires including carbon-neutral-powered trucks in the new revision of the EU weights and dimensions directive.

Today, the driving range of an average European CNG truck can’t exceed 600km on a single fill. With the ProCab system, the range can exceed 1,000km with the same type of chassis. With tanks behind the cabin and on the sides, it is possible to achieve a 1,700km driving range.