The Centre’s recent announcement of incentives for electric trucks (e-trucks) is a misdirected effort that risks derailing India’s net-zero ambitions, say transporters and sector experts. They believe that while the focus on e-trucks may be well-intentioned, it ignores the significant and immediate advantages of Compressed Natural Gas (CNG) and Liquified Natural Gas (LNG) vehicles for long-haul operations. The path for e-trucks on intra-state and inter-State routes remains arduous and ill-conceived, whereas CNG/LNG offers a mature, practical and economically viable alternative. Lesser range The fundamental issue lies in operational reality. As SP Singh, a Fellow at the Indian Foundation of Transport Research and Training (IFTRT), pointed out: “A CNG fuelled truck loaded in Delhi goes up to Ahmedabad and loaded from Hyderabad to Indore on National Permit, which is not possible with any e-truck right now because their maximum range in real condition is around 150 kms.” This crucial difference in range renders e-trucks impractical for the vast majority of commercial freight. Unlike the limited and slow-to-develop e-charging infrastructure, a nationwide 24/7 network of CNG filling stations already spans 25 States/Union Territories, facilitating seamless long-haul journeys. Furthermore, the industry is actively gearing up to retail LNG, promising ranges of 2200-2400 kms on major national highways – a capability far beyond the current scope of e-trucks. Cost and refuelling Beyond range, cost and refuelling efficiency decisively favour CNG/LNG. A CNG N2 truck, for instance, is priced around ₹15 lakh. A comparable e-truck, even with the proposed ₹9.6 lakh incentive under the PM E-DRIVE Scheme, could still cost a staggering ₹58 lakh or more. This leaves an enormous price gap of approximately ₹38.50 lakh, making e-trucks a non-starter for heavy categories due to prohibitive EMIs. Moreover, while fast-charging an e-truck can take an hour to an hour and fifteen minutes, a CNG tank can be refilled in a mere three to five minutes, drastically reducing downtime and improving logistical efficiency. The government’s modest incentive for a mere 5,600 e-trucks across India, with a dedicated ₹100 crore for only 1,100 e-trucks in Delhi, implicitly acknowledges the infrastructure challenges. This limited scope is, as Singh highlights, “self-defeating.” Proven efficiency Instead of pouring resources into a nascent and logistically challenging e-truck sector for heavy hauling, the Centre should focus on leveraging proven CNG/LNG technology. Trucks in the 3.5 to 28-tonne GVW categories (N2 and N3), which have reliably operated on CNG for over 15 years, represent an immediate and effective pathway to emissions reduction. To create a level playing field and accelerate adoption, the Goods and Services Tax (GST) on these “green” trucks and buses should be reduced from 28 per cent to 18 per cent. While truck manufacturers understandably welcome any incentives, their positive reception to the e-truck scheme should not overshadow the glaring practical and economic realities. “Sustained progressive steps in this direction will be key to improving TCO (total cost of ownership) and driving large-scale fleet adoption. We remain committed to work with the government and industry to accelerate clean freight movement,” Girish Wagh, Executive Director, Tata Motors, said. The emphasis must shift from an aspirational, yet currently unfeasible, e-truck vision for heavy transport to the already mature and readily deployable CNG/LNG solutions. This strategic re-evaluation is critical if India is to genuinely reduce its dependency on diesel-guzzling trucks and achieve its net-zero emission targets with pragmatism and efficiency. More Like This Published on July 13, 2025