As trucking operators struggle with high fuel prices, electric trailers are emerging as an alternative to cut diesel costs without replacing prime movers.
In South Australia, Dean Panos and Stephen Bussenschutt are building battery-powered trailers, designed to reduce the power required to pull them.
"[They have] an extra 400 horsepower that can provide more than 50 per cent of the workload for the vehicle, so we're targeting a 50 per cent diesel reduction," Mr Panos said.
The co-founders of VE Motion originally worked in diesel power generation, before moving into solar and batteries, where they saw an opportunity in trucking.
But knowing power was one thing; building trailers was another.
So they bought an established trailer manufacturing business at Murray Bridge, with an existing agricultural customer base.
"Most of our inquiries have been from the agricultural sector," Mr Panos said.
"We've been talking to mushroom farmers, milk carters, the bulk wine industries … and also pig farmers."
First customer invests for future generations
Their first customer is Goulburn livestock farmer Andy Divall, who also runs a large civil construction business.
"We burn a lot of diesel, probably 120,000 litres a week and I'm embarrassed by that," he said.
"I think it's unsustainable for the world … and so I'm keen to try and make a difference for my kids and grandkids."
Mr Divall has been steadily adding electric technology to his operation, from utes and earthmoving equipment to a converted electric truck.
Australian manufacturer Janus converted the 10-year-old diesel truck, which runs between Goulburn and Sydney, using a battery-swapping station.
Now he is keen to see what fuel savings VE Motion's electric trailer will deliver.
"I'm happy if we get a 25 per cent result," Mr Divall said.
"Fifty per cent's fairly ambitious, but I hope the guys prove me wrong."
Forestry looks to cut its diesel dependence
The technology is being developed at a time when rising fuel costs have contributed to a growing number of transport companies going under.
In the Green Triangle region of South Australia and Victoria, where forestry is the engine room of the local economy, fuel remains one of the biggest expenses and environmental liabilities.
"Sadly in forestry, the one component that hasn't changed is we're fuel intensive," said Adrian Flowers, whose family runs a timber harvesting and haulage business.
His company's fuel prices have more than doubled in recent years, prompting Mr Flowers to investigate electric trucks through a project called "De-carbonising the Freight Task".
"Our industry is super fortunate because 90 per cent of the haulage requirement is less than 100 kilometres lead distance," he said.
"It's the perfect application."
Electric heavy vehicles are already being used in forestry in Sweden.
Mr Flowers wants to bring similar equipment to Australia and is also interested in the locally manufactured electric trailers.
The lessons from early electric trucks
But the transition is not without challenges.
Nearby, Fennell Forestry was an early adopter of electric trucks, converting an existing diesel prime mover through Janus.
Owner Wendy Fennell said the B-double truck was enjoyable to drive, with improved pulling power, but exposed limitations around battery range.
Ultimately, the numbers did not stack up, with charging infrastructure costs and power network fees forcing her to put the brakes on the experiment.
"Economically it wasn't comparable to a diesel … and my customer doesn't get paid extra for producing a product with a zero emission truck, so they can't afford to pay a premium for their transport," Ms Fennell said.
Janus chief executive Ben Hutt said it was now using better batteries, producing lighter systems and focusing on shared charging infrastructure.
Infrastructure and weight remain hurdles
Elli Irannezhad, an associate professor of transport at the University of New South Wales, said a lack of charging infrastructure was putting truck operators off investing in battery power.
"There's less than 1 per cent of battery electric trucks in the market operating on our roads, which actually makes the business case for building the charging infrastructure also very difficult," she said.
Battery weight is another consideration, particularly in agriculture which often depends on maximising every tonne of freight.
While Dr Irannezhad sees electric trailers as a promising option for Australia's freight network and large truck configurations, she says consistent decarbonisation policies and long-term incentives are critical.
"Whereas in Australia it's very ad hoc."
The federal government has provided grants for some vehicle trials and charging infrastructure.
It has also announced a $400 million reform package aimed at removing regulatory barriers for electric and zero-emission heavy vehicles.
Dean Panos and Stephen Bussenschutt are still trying to get their battery-powered trailer out onto the road.
Testing has so far been confined to company grounds and a private quarry, while the pair work through approvals needed to get the trailer onto public roads.
The price is expected to range from $200,000 to $400,000, a significant up-front investment for an industry under financial pressure.
But the pair believe Australia has the expertise and the freight task to become a leader in the technology.
