Electric trucks are coming of age


Looking at what Tevva Motors is up to in the UK, electric trucks look set to be a reality sooner than later.

Story by: Team CV

Electric truck drivetrains are attracting good deal of attention. They could soon become a reality on the roads of Europe. An electric truck startup company Tevva Motors (formerly Teva Motors) is working to commercialise range-extended electric trucks in the UK market for some time now. Revealing its latest offering recently via a video posted online, the company, at the last year’s CV show unveiled a battery-powered 7.5-tonne-GVW truck.

It was few months ago that the company announced the level up to which its come to in terms of being ready for application. The company mentioned that its powertrain can be electric powertrain has retrofitted to any 7.5-tonne truck. At the heart of the driveline is a pair of lithium-ion batteries, which fuel a single electric motor driving through a reduction gearbox to the truck’s standard rear axle. Battery power alone, mains-charged overnight, is claimed to present a range of about 80 miles. This could be enhanced by a 1.6-litre Ford diesel engine working as a range extender. Coming in at around 7.5-tonnes, the range-extended electric truck is manufactured by the Chinese company JAC, and claims to have an all-electric range of 130 km (over 80 miles). A much larger absolute-range is possible once the diesel range extender is factored in, and can be recharged in roughly three hours using a three-phase high-power outlet. Getting support from UPS, Tevva Motors is claimed to be particularly proud of its patented ‘Predictive Range Extender Management System’. One of the claimed benefits of the system is the ability to deliver a battery life of up to 10 years. The driveline comes from Sheffield-based Magtec; the lithium-ion battery pack comes from Essex-based Goodwolfe Energy.

While two of Tevva’s prototype trucks are claimed to have clocked around 30,000 miles over the past six months in road tests, and are based on the N-series chassis-cabs from JAC of China, it is UPS, which is currently performing a pilot study with one of the range-extended (REx) electric truck prototypes, which will lead to the company utilising the technology on a broader scale. A third Tevva test vehicle, with a retrofitted driveline, is based on a Mercedes-Benz Vario. According to Asher Bennett, Tevva Motors Chief Executive, all three vehicles were built to be broken. “That is how we find weaknesses and improve the design to be production-ready. The fact that all three vehicles continue to perform beyond expectation is testament to the technology. But this is only the start,” he said. Interestingly, one of the ideas behind the use a range extender is that, while carbon emissions (and pollution) will still be emitted by the truck, the timing of these emissions can be easily controlled. In other words, rather than spewing diesel pollution in urban and residential areas, the use of the range-extender can be limited to freeways, rural areas, etc.

UPS van retrofitted with hybrid powertrain


It was later last year that Parcel carrier UPS announced its plan to repower a considerable number of its van fleet with a locally-developed hybrid driveline. This would be a part of the parcel carrier’s global strategy to lower its carbon footprint. Designed and developed by engineering consultancy Revolve Technologies, the hybrid driveline would also serve to extend the useful service life of the company’s Mercedes-Benz Vario vans claimed sources. Using the Cenex 2015 Low Carbon event at Millbrook to present the hybrid drivetrain installed in a UPS Mercedes-Benz Vario van, Revolve Technologies took upon themselves to reveal the nature of the hybrid driveline. The hybrid system employs a Ford Focus diesel engine to act as a generator, which runs at one of the three fixed speeds depending on demand. It is optimised for emissions and consumption at 1,300, 2,200 and 3,200rpm. The battery and the power management system along with the P180 electric traction motor, which drives the rear wheels directly, are Magtec units produced in the UK. During braking the traction motor becomes a generator, recovering energy by producing electricity which is stored in the batteries. The new drivetrains, revealed Revolve Technologies sources, will be installed in the vans by Tevva Motors. The additional weight of the hybrid components, claimed Revolve sources, is offset to a degree by using a lighter diesel engine, and the drivetrain has no significant effect on the vans’ payload.

Vans shine bright at the CV Show 2016

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Vans shone bright at the Commercial Vehicle Show 2016 at Birmingham in UK.

Story by: Team CV

As the Commercial Vehicle Show 2016 held at Birmingham, UK, between April 26 and April 28, 2016, opened its gates to the people, it did not take long to understand that vans would steal the show. Occupying a place of prime discussion and display at over 430 of the 500 exhibitors, it were vans that made news at the fair. And, this would not have come at a better time than to acknowledge the fact that over four million vans are operating on UK roads. This figure was recently released by the Society of Motor Manufacturers and Traders (SMMT) as part of the Motorparc data. The data revealed that a total of 4,007,331 vans are in use on UK roads, a 4.3 per cent increase since the previous year. Demand for new vans in the UK is at record levels on the back of sustained business confidence and the continuing surge in demand for online deliveries. No wonder, Toyota and LDV returned to the CV show for the first time in eight years.

Citroen unveiled the Dispatch van alongside with vans from Peugeot and Toyota that share the same platform. The Peugeot van is called the Expert and the Toyota van is called the Proace. The Dispatch looks elegant, and is powered by a 16-litre diesel engine that could be had in 94 hp and 119 hp guise; a 2.0-litre engine could be had in 114 hp, 148 hp and 178 hp guise. Both are Euro 6 compliant and include a SCR with 22.4-litre AdBlue tank. Transmission is a choice of six-speed auto or a six-speed automated manual unit. Offering a neat dash, that is functional and ergonomically well sorted, the van offers a slew of safety and convenience features. Available in three load lengths corresponding to 5.1 cu. m., 5.8 cu. m. and 6.6 cu. m., the Dispatch features head-up display, infotainment on top-spec, seven-inch touchscreen display with sat-nav, DAB radio, Bluetooth, auxiliary input, mirror screen for smartphone, voice command, driver drowsiness alert and blind sport warning among others.

LDV, courtesy SAIC Maxus, displayed the EV80 – a large, fully electric version of the V80 panel van, and a smaller G10 panel van. The EV80 is fitted with a battery of up to 75kWh (depending on the wheelbase), and is claimed ti provide a range of over 180 miles. While the real world estimates are said to be around the 100-mile mark, the EV80 is expected to be a competitive offering when commercially launched. A charging time of two hours at best may not allow high-mileage drivers to operate smoothly given their need for a quick top-up in the middle of the day. An electrified version of the V80 panel van, itself a simple facelift of the LDV Maxus, the EV80’s payload ranges from 900 kg to 1,250 kg. The G10 is a mid-sized panel van, that is also available as a luxurious MPV. It is powered by a 105 hp, 2.0-litre turbocharged petrol engine mated to a six-speed automatic gearbox. A 2.0-litre diesel engine will follow. A manual transmission is also expected soon.

The Peugeot Expert, like the Citreon Dispatch, is offered in three load lengths and two engines sizes. Styling of the van, except for some detailed changes and a Peugeot logo, are not overtly different. Neither in terms of the ability to cheat the wind, or to make more space for storage. Available with a gross weight of 2.7-tonne, 2.9-tonne and 3-tonne, the Expert features driver assistance and comfort systems like automatic side loading doors, which open when one waves his or her foot underneath the rear bumper. There’s also a seven-inch touchscreen display offered. It has the ability to mirror certain applications on the smartphone. Also offered are front and rear parking sensors.

The second-generation Toyota Proace van – based on the Citreon Dispatch, features distinctive lights, grille and bumper. The seating position is high, and the driver’s seat does not slide back as much. The dashboard is also raised and could hamper visibility for those that are not as tall. Available in two trim levels, the van includes three front seats, driver’s armrest, stereo radio with Bluetooth and USB, central locking with speed limiter. Top-spec comfort gets driver’s seat-height adjustment, combination cloth and vinyl upholstery, an upgraded radio system, air-con, cooled and illuminated glovebox, remote central locking among others. The Smart Cargo system with an opening bulkhead and lifting passenger seat clears 1,160 mm extra load length. The 1.6-litre engine is available in a 94 hp and 113 hp power rating. The 2.0-litre engine is available in a 122 hp, 148 hp and 178 hp power rating. Transmission on the smaller displacement engine could be a five-speed manual, six-speed manual and a six-speed automated unit. The 22.5-litre AdBlue tank should last around 9,300 miles. Load volumes on offer are 5.1 cu. m., 5.8 cu. m. and 6.6 cu. m.

DFSK displayed a C Series Combi Van along with some big cab models. Putting a Chinese van producer in the thick of competition in a market that is saturated and fiercely competitive, the C series has more space for loads and can handle greater weights. The narrow dimensions means it can reach areas where conventional commercial vehicles cannot. Targeted at both, rural and inner city tradesmen, the van is powered by a 115 hp, 1.5-litre petrol engine mounted under the front seats. No plans for a diesel engine have been revealed yet. Designed for shorter trips, the C31 is expected to be the most popular.

Iveco put its largest ever line-up of trucks and vans on display. At the forefront was the new Daily Euro 6 with new 2.3- and 210 hp, 3.0-litre diesel engines with low-pressure EGR. A shift to SCR will follow in 2017 for 2.3; 3.0 is already SCR fitted. Promising higher fuel efficiency and longer service intervals apart from a reduction in noise inside the cab for its vans, Iveco also displayed the Style van. It is available in a range of 3.5- to 7.2-tonnes. Load space range from 7.3 cu. m. to 19.6 cu. m. To assist van users in their business, the Italian company has also developed a range of apps. that link to tablets and smartphones, and range from infotainment to driving style evaluation, sat-nav and roadside services. Apart from the Daily Euro and Style, Iveco displayed a zero-emissions new Daily Electric; new Daily 4×4, which looks like a halfway house between the Mercedes Unimog and a Land Rover Defender, and a new Eurocargo mid-weight truck for the road sweeper industry. The Eurocargo mid-weight truck is available as a running chassis as well. It will be offered in 7.5-, 12-, 15- and 18-tonne variants, and in left-hand drive, right-hand drive and dual steer configurations.

Volkswagen displayed a Crafter tipper conversion and a transporter van. Renault used the design, technology and conversions theme to demonstrate the many attributes of its van (LCV) range. Eleven models illustrated the diversity and versatility of the extensive Renault LCV range with models on display including the Master LHL35 RWD with a massive 17 cu. m. load space. The most innovative were the Twizy Cargo and Kangoo Z.E. electric vehicles. Ford did not bring anything new to the show. It however more than endorsed its strong position in the van space with models like the Transit Custom, Fiesta Sport Van, Transit Courier Kombi Base, Transit Connect Trend, and Transit Trend. Ford also unveiled the next-gen 2.0 TDCi VI compliant engines, engineered to meet strict Euro 6 emissions standards. These would be available in 105PS, 130PS and 170PS power outputs. Fiat Professional displayed its range of vans.


Fiat Professional’s new Fullback pickup is its first ever one-tonne pickup. It is based on the Mitsubishi L200 Series 5, and is powered by a 152 hp, 2.4-litre engine mated to a six-speed manual and five-speed automatic transmissions. Towing capacity is 3.1-tonne. Ford also unveiled the new Ranger XL pickup. Celebrating 100 years of operations, Isuzu teamed up with Iceland-based Arctic Trucks to offer a special-edition model of the D-Max called the D-Max AT35. The pickup features upgraded suspension (raised by 125mm), attractive styling cues and specialist off-road Nokian Rotiiva AT tyres. The D-Max Centurion pickup also debuted at the fair. Only 100 will be made available, finished in ‘Fjord blue’. They will feature 19-inch black and silver ‘Hurricane’ alloy wheels, leather trim, an 8-inch touchscreen and a rear view camera apart from a ceiling mounted 10.2-inch monitor at the back.

Toyota displayed the eight generation Hilux pickup. Available in different cab types, single and double, the Hilux cabin is more car-like. There’s double glovebox, a touchscreen infotainment system with sat-nav among a host of other functions. New engine is a 150 PS, 2.4-litre turbo-diesel unit mated to a six-speed manual and a six-speed auto transmission. With a towing capacity of 3500 kg, the Hilux features pre-collision system, lane departure warning, ‘auto’ high beam and traffic sign assistance. With plenty of accessories to offer, the Hilux chassis is 20 per cent stiffer than that of the earlier generation model. Rear continues to flaunt a leaf spring suspension with two shock absorbers. Expected to carry over a tonne, the Hilux pickup features a wider load bed at 1645 mm. The tail gate is stronger, and the hinges have been suitably strengthened too. Ssangyong displayed the Korando pickup. Volkswagen displayed the Amarok pickup. It is powered by an all-new six cylinder 3.0-litre turbo-diesel unit and measures 5.25 m in length and 2.23 m in width. The pickup offers a load volume of 2.52 cu. m.

Auto transmission solution for refuse trucks

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Allison Transmission has proved to be the solution for Romaquip’s 40DAF LF refuse trucks.

Story by:

Team CV

Refuse trucks are a specialised lot. Their needs and ways of operating differ from those of the other trucks by a good measure. It should not come as a surprise therefore that 40 out of the 160 DAF LF180 trucks ordered by the UK kerbside collection market leader Romaquip were fitted with Allison 2500 fully automatic transmission. The Allison automatic transmission has been mated with the four-cylinder 4.5-litre Paccar PX-5 engine that powers the new twelve-tonne trucks. The engine could be had in three variants, and the power rating ranges between 150 hp and 210 hp. The peak torque ranges between 580 Nm and 760 Nm. Offering Euro 6 technology with the lowest emissions, the PX-5 engine can go up to 60,000 miles between service intervals. The active particulate filter only needs cleaning after 320,000 km or five years. Various engine functions and components are clustered in a single module.

Said Romaquip technical director, John McKeown, that the preferred transmission for the refuse and municipal sector is an Allison due to its quality, reliability and the ability to protect the driveline. He mentioned, “We were able to work with the DAF engineering team based in Leyland to secure the release of an ideal specification for our application.” An Allison automatic transmission was selected over an automated manual transmission as it was not found to be suitable for the creeping speed and multiple stop-start conditions the vehicle would face. Explained McKeown, “The creeping speeds and multiple start-stop conditions that the vehicle would face meant that an automated manual transmission would not be preferable.” “We chose Allison because there was no option available in case of the 4-cylinder Euro 6 engine,” he added.

Romaquip, according to McKeown, also considered the six-cylinder DAF LF220 with an Allison 3000 Series transmission. That configuration however would have added half a tonne, putting too much additional weight on the front axle. “The Allison 2500 model is a godsend to our sector,” expressed McKeown. Romaquip entered the kerbside collection market in 2011 with its Kerb-Sort vehicle, the first with a fully automated unloading system. Able to separate 10 kinds of fully segregated, unpolluted waste in a single pass, Romaquip guarantees off-loading in just seven minutes. A stainless steel, compartmentalised body extends the normal vehicle life of five to seven years to 10 to 14 years, reducing lifetime ownership costs by protecting against corrosion and high maintenance costs. The inclusion of Allison transmission is expected to help Romaquip to be assured of its driveline being protected. This would reduce the unnecessary maintenance expenses, requiring only scheduled fluid and filter changes. Since the vehicle can compact up to four tonnes of payload into a 35 cubic metre collection space, McKeown opined that the vehicle weight was critical in the specification process. The first 40 trucks are now in operation for local authority fleets in Wrexham, the Lake District, Devon and Flintshire.

Claimed to be the most efficient kerbside collection vehicle on the market, Romaquip’s Kerb-Sort is ergonomically designed, user friendly and efficient to operate during collection and offloading. Capable of functioning effectively with two operators and is set up for maximum health and safety, the Kerb-Sort vehicle is also fuel-efficient. As befits a recycling vehicle, it has impeccable green credentials. Helping it to achieve impeccable green credentials are features like compartments that can be assigned to different materials depending on the recycling priorities; on board compacting to ensure a higher payload, and an ability to unload in seven minutes flat – that too with the operation carried out from the cab.

Allison’s 2500 fully automatic transmission incorporates a torque converter and planetary gears apart from advanced electronic controls. Featuring Continuous Power Technology, which prevents power loss during shifting to deliver the highest productivity and fuel efficiency, the 2500 transmission employs a torque converter with a lock up clutch and five forward and one reverse gear ratios.

Tatra offers Force 8×8 to India

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At the Defexpo 2016 fair held at Goa, Czech manufacturer of heavy-duty and special application trucks introduced the Force 8×8.

Story by:

Milan Olsansky

Not many may be aware that the Indian Army operates more than 10,000 Tatra heavy vehicles. The Indian Army is historically one of the largest users of Tatra vehicles in the world and perhaps the largest outside of Czech Republic. The Czech manufacturer of heavy duty trucks, many of which are used for special applications including military usage, offered the Force 8×8 to the Indian Army at the Defexpo 2016 held in Goa in March 2016. The Force series of trucks stand out for their ability to tackle unprecedented terrain. Capable of fording up to 1500 mm depth, the Force series trucks are reliable and have an ability to drive in both extremely low and high outside temperature. Apart from ease of operation they also offer a long service cycle. The Force series marks an evolution in terms of Tatra all-wheel-drive vehicles currently operating in India, and ranging from 4×4 to 12×12 versions.

Force to reckon with

Tatra Force vehicle series was introduced in 2004. In those days vehicles were marked as T 817 and later as T 815-7. It was in response to the requirements of the defence forces, especially after September 11, 2001, towards ensuring a smooth and fast transport of rubber-tyre vehicles over long distances, that a simple low cabin was developed. This would also help to consider the need to transport heavy-duty trucks by standard aeroplanes of the NATO armies. Tatra, in 2004, successfully demonstrated its expertise in modern narrow cabins, including installation of the latest technical features and technologies, such as a uniform oil filling system for the engine, automatic transmission and converter (SFS – Single Fluid System) as it developed the T 815-7E0R89 LVSR vehicle (Logistics Vehicle System Replacement) under a contract for the USMC (US Marine Corps).

The five-axle chassis was designed to have the first and second axles mechanically steered using the “Tatravize 3000” (work of designer Dipl. Ing Antonín Bezděk) system. The fourth and fifth axles were designed to be hydraulically steered using a system that was jointly designed by experts from ZF. ZF experts were also instrumental in designing an all wheel drive system with selectable drive for the last axle. The design and development team also worked on a brand new model series in connection with the approval proceedings. If the Tatra medium-duty T 817 4×4 was powered by a Cummins engine and ZF transmission, the range was extended to include 8×8 and 6×6 versions in the next two years.

T 815-7 to Force series

Strong unification links between individual models are typical of the new range. The design allows for extensive variability of engines and driving mechanisms. Apart from the air-cooled Tatra engines (V8, supercharged with air intercooler, meeting Euro II and Euro III emission standards without the use of an electronically controlled injection system), the vehicles can also be had with liquid-cooled Cummins or Caterpillar engines. Both, mechanically controlled and automatic transmissions can be had as well.

The low structure of the cabin and the vehicle as such can be transported by a C-130 Hercules aircraft. The structure of the vehicle allows for additional armour plating of the cabin in various degrees of protection in accordance with STANAG 4569. In early 2015, Tatra 815-7 vehicles were rechristened as Tatra Force. An interesting part about the Force name is that it has been in use from 1999 through to 2014 for special vehicles (6×6, 8×8, 10×10 and 12×12) that use a cab and chassis from previous T 815-2 and power track, engine and transmission, from global producers such as Deutz, Cummins and Twin Disc. Vehicles that were original named as Force have been from the beginning marked as T 816 and T 815-6.

CKD sets for India

Between 2003 and 2012, 3925 assembly kits were delivered to India. The kits were built and coupled with different superstructures according to the needs and requirements of the Indian armed forces. Because of the problems associated with a former major Indian stakeholder of Tatra, all the deliveries from Kopřivnice to India were stopped. A major breakthrough in Tatra’s return to India took place after the change in ownership structure. In 2013, Tatra was bought by Czech shareholders. In February 2015, Tatra Trucks Company representatives signed a memorandum with an Indian state enterprise BEML Ltd. BEML Ltd., on behalf of the Indian armed forces, carries out the final assembly of the vehicles out of the CKD kits.

Future plans

Under the new ownership and a new management, Tatra Trucks supplied 100 vehicles to India last year. Most of these in CKD form. Tatra Trucks, on its own, invested in India almost a decade ago. The Indian subsidiary is called Tatra India, and is mandated to develop aftersales services. Proven quality, customer satisfaction and exceptional properties as well as the universality of the use of vehicles in diverse Indian conditions, Tatra Trucks, it can be claimed has found good acceptance. Tatra Trucks, this year, is aiming at supplying no less than 250 vehicles to India. These would be in different states of readiness for final assembly.


CV has been appointed an associate member of the International Truck of the Year (ItoY). Being a part of this association gives the magazine exclusive articles, specially written for CV by IToY jury members.

New gates may open up for LHVs

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Long heavy vehicles, as part of the European Modular System may find more takers.

Story by:

Bhushan Mhapralkar

The European Parliament and the Council of the European Union (EU) brought out a directive (EU) 2015/719 amending the Council Directive 96/53/EC laying down for certain road vehicles circulating within the community. The maximum authorised dimensions in national and international traffic and the maximum authorised weights in international traffic of these vehicles, including the provision for derogations from the maximum authorised weights and dimensions of vehicles and vehicle combinations laid down in Directive 96/53/EC, was amended. Claimed to involve Long Heavy Vehicles (LHVs), the amendment, would enable EU Member States to restrict, for reasons related to road safety or infrastructure characteristics, the circulation of certain vehicles (LHVs) in specific parts of their road network. LHVs in Europe are also referred to as the European Modular Systems (EMS), and trace their roots to the 25: 25 (25, 25 m.) concept that came into being in Scandinavia a little over a decade ago. In Sweden and Finland to be precise. Allowing combinations of existing loading units (modules) into longer and sometime heavier vehicle combinations to be used on some parts of the road network with an intention to improve road transport efficiency and reduce the environmental impact, EMS is finding more takers among the Member States. The Directive may mention about aerodynamic devices, new cab profiles to improve safety by reducing blind spots, alternative powertrains and an extra weight allowance for their heavier powertrains, it is the mention of LHVs, and the EMS therefore, which had drawn the attention of most.

Defined in Directive 96/53 EC, Article 4, § 4 (b), as the Member State which permits transport operations to be carried out in its territory by vehicles or vehicle combinations with dimensions deviating from those laid down in Annex I to be used in such combinations as to achieve at least the loading length authorised in that Member State, so that every operator may benefit from equal condition of competition (modular concept), LHVs appeared in the 1980s for environmental and competitive reasons. Claimed to be a reason for Sweden and Finland to display reluctance in applying EU rules on weights and dimensions, having allowed for long, the operation of longer and heavier vehicles on their roads, the amendment directive by the EU is said to be the result of a compromise reached for allowing longer and heavier trucks with a condition that the existing standardised EU modules were used. Standardised EU modules is nothing but EMS.

Interestingly, when the EMS was first introduced, and found mention in the Directive 96/53, it did not delve upon the 25, 25 m length, nor did it delve upon the 60-tonne weight factor. Those have been the national rules applying to Sweden and Finland only. Each EU Member State thus has been free to allow different combinations of the existing standardised EU modules. A study conducted in Denmark and Germany according to the specifications issued by the European Parliament in 2012, calling for views of stakeholders with emphasis on five EU Member States where LHVs are already permitted or are undergoing trials, concluded that EMS would lead to lower operating costs for road freight. It also concluded that greenhouse gas emission per tonne-km of goods transported will be less as lesser number of vehicles will be needed to transport the same amount of goods. Operating costs would however increase as the heavier vehicles will consume more. On the cautious side, the study highlighted the risk of a modal shift, which could lead to an increase in greenhouses gases. Preference to transport by road could mark a shift away from other modes of transport, thus offsetting any advantages derived by the EMS.

By re-arranging the existing loading units (modules) of trucks into longer and sometimes heavier vehicles – depending on the volume to be transported and roads to be travelled, EMS promises optimised road transport capacity. According to the European Express-Carriers leaflet, the benefits also include satisfying the growing transport demand, reduce fuel consumption as two EMS can substitute three regular road train trucks owing to significant energy savings, lower emissions and lower operator transport costs. Also mentioned in the leaflet is that the EMS Forum supports cross-border use of European Modular Systems between neighbouring and consenting Member States; subsidiarity should be respected, and that the Member States are best placed to decide on transport solutions fit for their road transport network, and that the impact assessments and on-the-road-experience have demonstrated the benefits of EMS and how they can help meet key policy objectives, such as the reduction of emissions and congestion. Apart from the European Express-Carriers, EMS is finding many takers. These include European Shippers Council, EuroCommerce, DTL, TLN, TNT, CLECAT, Michelin, Cepi, Sveriges Akeriforetag, Danske Speditorer, O.T.M, Auft, ACEA, FEBETRA, BWVL, Pacton, Tracon, Eye Octopus b.v., Rockwool, Burg, Anibal Blanco, Imperial Logistics, FNTR, Vos Logistics, van der Wal, Middelbas, G Snel Belgium Group, TLF, European Transport Board, Belgian Courier Association, D-TEC, International Transport Denmark, Ecocombi, Groenewegen, Verhoeven, Flora Holland, VDT, Wabco, High Tech Automotive Systems, IRU, DPD, Transport & Logistiek Vlaanderen, K. Overerest Transport bv, FVG, BIL Sweden, Truck & Milieu, Finnish Transport and Logistics, UniLine, Nordic Logistics Association, and Kuypers Neer among others.

As the number of takers for EMS increases, there are those who are not in favour of such vehicles. They claim that LHVs compromise safety of all road users and damages the environment because they would lead to more truck journeys. They also claim that LHVs will cost taxpayers billions of Euros because Europe’s roads were not designed for such monsters. Citing LHVs as a hindrance to traffic, and difficult to overtake on the road, critics also draw attention to the modal shift EMS may lead up to. With Member States like Netherlands climbing the EMS bandwagon, LHVs, in operation in Sweden and Finland for more than a decade may find more takers. They have already found a number of takers in the two Scandinavian countries. This would not have been the case if the advantages of a LHV would have outweighed the disadvantages. The need is to carefully deliberate upon the nature of EMS that may work in certain parts of Europe better. Over certain roads and regions, and as a part of the hub and spoke transportation structure. Precautions should be taken to ensure that the advantages an EMS can deliver are sustainable and do not lead to a modal shift. Trepidations surrounding the issues of safety and hindrance should be addressed as well. An EMS that is safe and advantageous would make a fit case for takers, and the EU amendment directive looks like a step in the right direction.