Last September Victoria published the country’s first map dedicated to low or zero emission heavy vehicles (LZEHV) demarcating the arterial roads that can be used by these vehicles.
This followed the approach made by several OEMs of state governments, including Victoria, with new electric vehicle combinations that they were in the process of launching in Australia.
While these vehicles will soon be available nationwide, Victoria was the first state to publish a comprehensive statewide map.
Over time, the Department of Transport and Planning (DTP) will collaborate with local government areas to expand the council-managed road network available for these vehicles.
With the introduction of new LZEHVs, the mass limits of all heavy vehicles, particularly the prime mover, will increase to accommodate batteries, as traditional internal combustion engines fuelled by diesel are replaced.
Mass limitations established under the Heavy Vehicle National Law have been established for diesel-fuelled vehicles and do not yet consider heavier LZEHVs.
The mass on the first axle of the Volvo FM and FH electric prime mover is at least 7.5 tonnes, meaning that the vehicle, at its lightest, is at least one tonne heavier than diesel prime movers.
Typically, DTP would not assess vehicles heavier than diesel prime movers because Victoria’s infrastructure has been calibrated to the current regulatory mass limits.
The first LZEHV map covers a Volvo FM or FH electric prime mover (in a semi-trailer application) and shows 100 structure restrictions.
Despite these restrictions, this combination can reach key state-wide destinations, including the New South Wales and South Australia state borders from Melbourne on the Hume and Princes highways.
Volvo, following publication of the map, can start selling the Volvo FM or FH battery electric prime movers for use the same way diesel semi-trailers deliver produce for local suppliers according to Ian Mond, Manager Land Freight Systems, Freight Victoria in the Department of Transport and Planning.
“In Victoria, this Volvo map isn’t under a trial. It’s a permanent network,” he says. “As we map more LZEHV combinations, Victoria will gain a better insight into what upgrades will be required for the road network to accommodate these vehicles.”
Linfox is one of the first major fleets to use the network.
When it began discussions with the Department of Transport and Planning, its key priorities had been premised on sustainability and innovation as it had begun electrifying its fleet three years ago.
This ongoing commitment, according to Ruby Diaz, Linfox Environmental Sustainability Manager, is part of a broader decarbonisation strategy, particularly focused on the heavy-duty range.
“Our goal is to support our customers in meeting their sustainability targets while minimising our environmental impact,” she says.
“We believe that projects like these are essential for accelerating Australia’s net-zero commitments, especially within the logistics industry. By leading and investing in the latest advancements, Linfox is well positioned to contribute to a more sustainable future for the logistics sector and Australian communities.”
The Department of Transport and Planning has already commenced assessment of a suite of LZEHV vehicles including 2- and 3-axle rigids plus a semi-trailer.
All LZEHV rigid truck and prime mover combinations are expected to be at least 1.0 tonne to 3.0 tonne heavier than the current diesel heavy vehicle equivalent.
By assessing new LZEHV combinations, DTP expects to identify priority structures that need to be maintained or upgraded in the next decade to accommodate these vehicles.
“A range of policy and regulatory measures will be considered with the view to fast-track emissions reduction in the freight sector, accelerating uptake of ZEVs, and further encouraging mode shift across our transport network — all key in our move towards decarbonisation,” says Ian.
“The Victorian Government is setting one of the most ambitious emissions reductions targets in the world, cutting Victoria’s emissions by 75-80 per cent by 2035 and net zero emissions by 2045.”
Linfox has invested meaningfully in green distribution centres to charge its electric trucks by using renewable energy produced on-site.
This significant investment, along with carbon-embodied features, has earned the Linfox sites 5 Green Star ratings from the Green Building Council of Australia.
“Over the years, Linfox has significantly reduced its grid electricity usage through various initiatives,” says Ruby.
“Despite increasing our footprint area, our emissions from electricity have decreased due to enhanced energy efficiency programs and renewable energy production in our sites. This includes an increase of 33 times in solar production over seven years, the full rollout of smart LEDs across all our sites, batteries and the implementation of state-of-the-art refrigeration technologies.”
These efforts have collectively contributed to the company’s pathway toward achieving a carbon-neutral DC, certified by Climate Active.
“This transformation and our ongoing commitment to sustainability and innovation enable us to support further investment in battery electric vehicles,” says Ruby.
“By leading with these initiatives, we create a model that promotes the adoption of similar practices across the industry.”
Publishing heavy vehicle maps, according to the DTP, reduces the need for structural assessments on a permit-by-permit basis and reduces the time and cost burden on the heavy vehicle industry.
In line with expectations from industry and OEMs, rigid vehicles will be capped to 1.5 tonnes above the current legal limits, while semi-trailers will see an increase of up to 3.0 tonnes.
These increases are aimed at achieving payload parity when compared with internal combustion engine powered heavy vehicles. Mass increases will be focused exclusively on the steer and drive axles of a combination.
LZEHVs will also be granted an exemption to the 2.5 metres width dimension limit for general access vehicles and Class 2 restricted access vehicles, up to a maximum of 2.55 metres width.
Length exemptions, however, will be considered on a case-by-case basis. Because vehicle details such as axle masses, spacings and configurations are proprietary and are not publicly published, the manufacturer or supplier of the vehicle is to advise the operator of all specifications that they must meet to operate on their model vehicle’s network.
The onus is on the operator to ensure they have this information and meet all requirements to operate on the relevant reference model network.
Linfox determined the range and return-to-base movements of its battery electric trucks using a state-of-the-art modelling system from Volvo that factored in its customer and operational needs.
The system accounts for various elements such as topography, temperature, traffic conditions, and road conditions.
Based on the use of these approved routes, Linfox can forecast a metric around significant emissions reductions.
“Our calculations, based on the annual average utilisation of the ICE counterpart, show that one FM Electric will save approximately 77,200 kg of CO2-e per annum,” says Ruby. “This figure may fluctuate.”
As early adopters of electric vehicles Linfox have been able to use insights to facilitate broader commercial adoption that will benefit its customers long-term.
“Testing this technology first gives our customers a significant advantage and access to the latest and best in the market,” says Ruby.
“Since adopting this technology in 2021, we have been analysing data, optimising routes, understanding load versus EV efficiency, adjusting delivery windows, and improving driver skills.”
It has also opened up new opportunities for a skilled workforce.
“We expect a larger coverage of routes and customers with the new generation of electric trucks,” adds Ruby. “Additionally, our strong relationships with OEMs ensure we receive the latest technology.”
Achieving substantial reductions in transport sector emissions will require a shift from petroleum-fuelled vehicles to zero emissions vehicles powered by clean energy notes Ian.
“To reach our emissions reductions targets, transport still has some heavy lifting to do,” he says.
“All transport modes collectively account for around 25 per cent of emissions, with road transport accounting for the largest percentage.”