HVO, the “Diesel” of Transition for Heavy-Duty and Industrial Vehicles?

In a context where the decarbonisation of heavy-duty and industrial transport is becoming a priority, HVO (Hydrotreated Vegetable Oil) — also known as renewable diesel — is emerging as a serious alternative to fossil diesel. Flexible, efficient, and cleaner, this next-generation fuel could well represent the ideal transition solution for truck fleets and industrial vehicles.

Why focus on HVO?

1. Immediate reduction in emissions
   HVO is produced from renewable raw materials (used vegetable oils, animal fats, etc.) and can reduce CO₂ emissions by up to 90% compared to conventional diesel, according to a full life-cycle analysis (“well-to-wheel”) that includes production, transport, distribution, and combustion [Source: ADEME, 2024]. Unlike other solutions still under development, it is already operational and distributed in the European market by major suppliers such as Neste, TotalEnergies, and Altens.
2. Compatibility with existing engines
   One of HVO’s major advantages is its compatibility with most modern diesel engines, without any technical modifications. It can therefore be used immediately, without requiring additional investments in infrastructure, rolling stock, or training. This “plug & play” compatibility allows rapid and cost-effective adoption for fleet managers, making it a concrete and realistic solution to start a cleaner logistics transition without delay [Source: TotalEnergies, 2023].
3. High quality and performance
   HVO has a higher cetane index than fossil diesel, improving combustion and reducing emissions of fine particles and nitrogen oxides (NOx). It is also more stable in storage, as it degrades less quickly over time, even under variable temperature or humidity conditions. Unlike fossil diesel, it is less prone to oxidation, sediment formation, or microbial contamination, making it particularly suitable for fleets with intermittent use or for long-term storage [Source: Neste, 2023].

Limitations to consider

• Limited availability: Global HVO production currently falls short of potential demand. Access may be restricted regionally. However, the trend is upward: significant investments are underway, notably by TotalEnergies, which after launching a production unit in La Mède (near Marseille), has begun building a second plant in the Hauts-de-France. These initiatives signal a promising future for increased production capacity at the European level.
• Higher cost: The price per litre of HVO remains higher than diesel, particularly at public stations (currently very limited in number) where the official Belgian price of Diesel XTL (which includes HVO) is up to 1.5 times more expensive than Diesel B7. However, this difference is much smaller for companies with private stations: in Belgium, for example, the bulk purchase price excluding VAT can fall below 20 cents per litre more than conventional diesel, depending on the supplier. This trend towards narrowing the gap may accelerate with growing demand, expanded production, and possible government support (through subsidies or tax incentives). Moreover, like fossil diesel, HVO is eligible for the recovery of special excise duty on professional diesel, further enhancing its economic competitiveness for hauliers [Sources: SPF Finances, 2025; Informazout, 2024].
• Risk of competition with other uses: The use of waste cooking oils can compete with other sectors (chemicals, animal feed, etc.). In addition, some experts point out that large-scale HVO production, if reliant on dedicated crops, would require significant agricultural land use. This could increase pressure on arable land and create conflicts with food production for humans and animals, raising ethical and environmental questions regarding long-term sustainability. However, at European level, heavy-duty and industrial vehicles account for around 40 to 45% of total road diesel consumption [Source: European Environment Agency, 2023]. Prioritising the use of HVO for this specific segment — harder to electrify in the short or even medium term compared to light vehicles — could help limit pressure on agricultural resources while immediately maximising the environmental impact of renewable fuel (without any investment required by consumers or distributors). Would such a targeted approach not help to mitigate concerns about sustainable large-scale production? This certainly deserves closer analysis.

A strategic lever for fleets in transition

For companies wishing to begin a rapid energy transition without renewing their entire fleet, HVO represents a relevant strategic lever. It can be introduced gradually, on specific routes or for clients requiring low-carbon logistics.

At Tele-Naro, we support this transition with our multi-fuel monitoring tools. Our platform makes it possible to distinguish between fossil and renewable fuels, track avoided CO₂ emissions, and automate environmental reporting. Several of our clients have already taken the step, attracted by the ability to adopt an effective transition solution immediately, without investments in vehicles or significant infrastructure changes. Demand for the implementation of private HVO storage and distribution facilities is growing strongly, proof that this alternative is quickly finding its place in the transition strategies of professional fleets.

A pragmatic transition already within reach

While electrification, hydrogen, and other disruptive innovations outline the contours of a more distant future, HVO provides an immediate, realistic, and pragmatic transition response to today’s challenges. Its ease of integration, growing accessibility, and measurable impact on emissions make it a strategic lever to decarbonise heavy-duty and industrial transport today.

Sources:

• (2024). Alternative fuels: challenges and perspectives.
• (2023). HVO100, a biofuel for professionals.
• (2023). Renewable Diesel Handbook.
• Transport & Environment. (2024). HVO in the energy transition.
• European Environment Agency. (2023). Greenhouse gas emissions from transport in Europe.
• SPF Finances. (2025). Special excise duty on professional diesel.
• (2024). Prices and trends of professional liquid fuels in Belgium.