With a population of 70 million, the UK generates a significant amount of waste.
Turning that waste into biomethane to power trucks, rather than allowing it to escape into the atmosphere, is undoubtedly a positive step.
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From a personal perspective, I reckon biomethane makes more sense than electrification for long-haul operations. While it’s not a zero-tailpipe-emission solution, it offers a well-to-wheel CO2 reduction of up to 90 per cent compared with fossil fuels.
What’s more, unlike electrification, biomethane benefits from an established and expanding refuelling infrastructure in the UK. The fuel is also cheaper than diesel, providing an additional incentive for hauliers. At the time of writing, it costs 85p per kg (AUD 1.70), which equates to a 30 per cent cost saving when compared with diesel.
A growing number of UK operators are going down this route, with sales of gas-powered trucks steadily increasing, especially in northwest England, where the refuelling network is most mature. Iveco, Scania, and Volvo are all competing in this space.
Iveco offers a locally converted 6×2 tractor for the all-important 44-tonne GVW artic sector, but until now, Scania and Volvo have only supplied 4×2 options, which are restricted to 40 tonnes. That’s about to change, though, with Scania launching a 6×2 tractor.
“Customers have been asking us for a 6×2 CNG vehicle for a long time, but we were adamant that we wouldn’t build one until we could answer all the questions,” Scania UK pre-sales technical manager Phil Rootham told me.
“I didn’t want to put one on the market that didn’t have the range — it would have set us up for failure.”
When Rootham talks about “answering all the questions,” the primary hurdle was achieving a practical range. Scania’s 4×2 CNG-powered extended-range tractor already delivers around 600km on a full tank, but the 6×2 configuration introduced new challenges, particularly with restricted chassis space.
The breakthrough was enabled by the European Union’s (EU’s) updated masses and dimensions regulations — the same changes that spurred the creation of longer, more aerodynamic cabs such as the DAF XG, Volvo FH Aero, and Mercedes-Benz ProCabin.
These revisions permit manufacturers to extend wheelbases and go beyond the long-standing 16.5m European length restriction, provided that safety and aerodynamic performance are enhanced.
Scania met the regulations by incorporating its Integrated Vehicle Functions (IVF) bumper — a discreet lip that enhances both aerodynamics and safety. This small adjustment allowed Scania to stretch the wheelbase by 500mm compared with a standard 6×2 tag-axle tractor.
The extra space enabled the installation of four 95-litre gas tanks on either side of the chassis and two 232-litre tanks on the rear wall of the cab, delivering a total capacity of 1,224 litres. This matches the 600km range of the 4×2 version.
Another obstacle was ensuring compliance with current turning circle regulations. Scania addressed this by designing the truck as a 6×2*4 rear-steer tag. Using the drive axle as the pivot point, the configuration meets these standards.
Although the demonstrator featured here is a bespoke build completed at Scania’s Laxå plant in Sweden, which concentrates on special vehicles, future 6×2 CNG trucks will be produced on Scania’s main factory line.
