Destination Net Zero Magazine

S U S T A I N A B L E - E N E R G Y - E N V I R O N M E N T - D A T A

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Renault Trucks E-Tech LAUNCH

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NEWS & REGULAR FEATURES TECH UPDATES FUTURE FUELS e-van update

INFORMATION

hvo drop in and go

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EMISSIONS

hydrogen on the highway installing infrastructure

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RENEWABLE

ENERGY

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NEWS

RENAULT TRUCKS E-TECH At Renault Trucks we are pioneers in electric vehicles. Our experience, and that of our expert partners, can help you introduce electric vehicles to your fleet, and reduce CO2 emissions to the benefit of us all.

renault-trucks.co.uk

Welcome to the launch issue of Destination Net Zero Launch 2022

In the fastmoving world

of environmental change, brand new publication Destination Net Zero captures the latest news, views and intelligence in this vitally important transport and logistics sector. Core content covers all emerging fuel technologies, as well as fuel enhancement products and services, including all infrastructure considerations.

Destination Net Zero will also call on a pool of industry experts offering sound advice, thought leadership and honest opinion.

This multi-media publication will be distributed via a specialist database and also subscription and strategic distribution partners in both hard copy print and digital media channels. It will target the key people within the transport and logistics sector who have environmental change front and centre in their procurement process for both hardware and its supporting infrastructure.

When viewed via smartphone, Destination Net Zero also utilises the latest AR (Augmented Reality) software, allowing the use of supporting video media to further enhance the magazine experience. Destination Net Zero is also fully supported by all main social media network channels as well as the very latest online page turning software.

The journey towards a cleaner transport world has started. Join us for Destination Net Zero.

Publisher, Matthew Eisenegger

“The journey towards a cleaner transport world has started.

Join us for Destination Net Zero.” summer 22 | destination net zero 3

WHAT IF PLANTS POWERED TRUCKS?

REDUCING CO2e BY 90%

OUR ADVANCED HVO FUEL REMOVES THE NEED FOR HARMFUL FOSSIL FUELS IN DIESEL ENGINES, ENSURING CLEANER AIR IN OUR The Standard Winter 2021 15 LOCAL ENVIRONMENTS. GREEN BIOFUELS LTD WWW.GBF.LTD

Contents INFORMATION

3 WELCOME Why we are here

EDITORIAL Publisher: Matthew Eisenegger Managing Editor: Richard Simpson Designer: Harold Francis Callahan Editorial Address: Commercial Vehicle Media & Publishing Ltd, 4th Floor 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 Email: matthew@cvdriver.com ADVERTISING Advertising Sales: David Johns Telephone: 01388 517906 Mobile: 07590 547343 Email: sales@cvdriver.com

6 – 8 NEWS Merc launches long-haul eTruck.

Electric fire appliance unveiled.

No true idea of net zero cost.

10 – 11 PROGRESS AND PITFALLS ON THE ROAD TO ZERO Renault Trucks’ LCV boss Grahame Neagus welcomes the positives but urges caution.

DESIGN Art Editor: Harold Francis Callahan Telephone: 01257 231521 Email: design@cvdriver.com CONTRIBUTORS Richard Simpson John Kendall Steve Banner Grahame Neagus

12 – 15 ELECTRIC LIGHT COMMERCIALS 2022 This year’s fresh faces in the plugin van market offer more range and faster charging.

PUBLISHER Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521

16 – 19 RENAULT TRUCKS LAUNCHES TURNKEY SERVICE Beyond the hardware, Renault Trucks holds operators’ hands on the way to net zero.

NOTE The publisher makes every effort to ensure the magazine’s contents are correct. All material published in Destination Net Zero magazine is copyright and unauthorised reproduction is forbidden. The Editors and Publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition.

Destination Net Zero magazine is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent.

Destination Net Zero Magazine is a registered trademark.

If you are not going to keep this magazine for future reference please pass it on or recycle it.

20 – 21 GOING GREEN IS NOW TOP PRIORITY FOR FLEETS Almost half of Britain’s fleet operators now rank sustainability as their main concern.

22 – 25 HELLO HVO How a sustainable vegetable-based fuel can turn existing diesel trucks low-carbon.

30 – 33 PREPARING FOR TRUCKS OF THE FUTURE Transport fleets are going to undergo a transformation over the coming years. summer 22 | destination net zero 5

Latest news and updates Everything you need to know

Electric long-haul truck from Mercedes to launch in 2024 eActros LongHaul in testing Mercedes-Benz Trucks is track-testing prototypes of its eActros LongHaul tractor, with a range of around 500 kilometres (310 miles) on one battery charge, for series production in 2024. Road trials will commence later in the year. The eActros LongHaul will also enable high-performance charging – so-called ‘megawatt charging – and the company is developing depot and roadside charging solutions in co-operation with other organisations. The goal of Mercedes-Benz Trucks is to increase the share of locally CO2-neutral new vehicles in Europe to more than 50 per cent by 2030.

Recognising that long-haul electric trucks can only be viable if supported by an adequate charging network, Mercedes-Benz Trucks is working together with Siemens Smart Infrastructure, ENGIE and EVBox Group to provide in-depot charging solutions.

For public charging for long-distance transport, Daimler Truck, Traton, and the Volvo Group have signed a binding agreement to establish a joint venture. This will provide for the development and operation of a public, high-performance charging network for battery-electric heavy-duty long-haul trucks and coaches in Europe. This charging network will be available for fleet operators in Europe regardless of vehicle brands operated.

• Mercedes has also opened its UK order book for right-hand drive versions of the 19 and 27-tonne eActros distribution vehicle, and launched an electric version of its Econic low-cab refuse collection vehicle featuring the driveline from the eActros distribution trucks.

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ELECTRIC CAR SUBSIDY SCRAPPED TO FUND ECVS AND CHARGING POINTS

Government grants for the purchase of electric cars have been axed, with the funding redirected towards the charging network and freight sector instead.

Since 2011, the government’s plug-in car grant has spent over £1.4bn supporting the purchase of nearly half a million vehicles.

In March 2022 new EV registrations stood at 39,000 - more than the whole of 2019, and a government evaluation report states that sufficient momentum has been established in the electric car market, especially as incentives such as company car tax discounts continue. The report found that future government investment would be better directed at the CV sector and charging network.

Transport Minister Trudy Harrison said: “Having successfully kickstarted the electric car market, we now want to use plug-in grants to match that success across other vehicle types, from taxis to delivery vans and everything in between, to help make the switch to zero emission travel cheaper and easier.”

Government plug-in van and truck grants were extended for another two years to Spring 2025, and changes were made to plug-in vehicle grants to allow operators to apply for funding for larger trucks in March this year. From 1 April 2022, the threshold to claim the small truck grant of up to £16,000 was increased from 3.5 tonnes to 4.25 tonnes. Vans of up to 4.25 tonnes are now eligible for the large van grant of up to £5,000.

HVO greens dock operations The DP World container depot in Southampton has eliminated 14,000 tonnes of CO2 from its annual emissions by switching machines and plant to hydrotreated vegetable oil (HVO). HVO can be used as a pour in diesel substitute in most modern heavy-duty diesel engines. Besides the 80 per cent reduction in CO2, the use of HVO significantly reduces toxic emissions including nitrogen oxides, carbon monoxide and particulate matter.

KERBSIDE CHARGING DESERTS MAPPED The UK’s 20 local authorities with the highest need for kerbside charging so company van drivers can adopt electric vehicles have been named by the Association of Fleet Professionals (AFP). They are headed by Birmingham City Council, City of Edinburgh Council, London Borough of Croydon Council, Glasgow City Council and the London Borough of Newham. Local authorities in London feature heavily, accounting for nine. The findings are based on the AFP’s new national kerbside charging map. The AFP estimates that 60 – 70 per cent of fleet van drivers will require kerbside charging near their homes before they can switch to electric vans

Fire engine with e-powered axle British fire and rescue vehicle manufacturer Emergency One has integrated Allison Transmission’s eGen Power 100D electric axle into its new E1 EV0 platform on a MAN TGM chassis. Allison’s eGen Power is a bolt-in electric drive-axle compatible with the existing vehicles. It features two fully integrated electric motors, a two-speed gearbox, oil cooler and pumps. The twinengine 100D version has a continuous output of 454 kilowatts and a peak output power of 652 kilowatts. The eGen Power 100D axle is one of the most powerful electric axle systems on the market. Its design prioritises starting and climbing capabilities, as well as high speed and efficiency.

Keener to be greener - banner DNZ article.pdf 1 16/05/2022 11:21:52

Keener to be greener?

Researching fleet perspectives on the road to zero Visit pages 20 - 21

summer 22 | destination net zero 7

Latest news and updates Everything you need to know from the last two months

Zero idea of cost of UK ‘net zero’ BPW’s electric truck launch Axle and running-gear specialist BPW showed an electric drive axle at the Commercial Vehicle Show, which is currently going through the type approval process and will be fitted to 7.5-tonne gvw trucks supplied to BPW’s German factory as ‘glider’ units,

by Isuzu. There is a bodywork/payload margin of over three tonnes.

Unlike some electric trucks that retain a conventional driveline layout with a central motor and a drive-axle with a differential, the BPW eTransport

Electric power take-off equipment is supplied under the eWorx banner

ELECTRICS DRIVE ZF GROWTH Trucks are making up an increasing proportion of business for German automotive driveline and chassis components giant ZF as it repositions itself as a supplier of components and systems for electric vehicles.

At the company’s annual conference, CEO Wolf-Henning Scheider said sales of electric vehicles were expected to exceed those

8 destination net zero | summer 22

design features twin 50 kW 3290 Nm asynchronous motors mounted in-line with the axle. This saves between five and seven per cent of energy by not turning the motion through 90 degrees, and also offers a tighter turning circle with reduced tyre scrub, as on tight turns a steering sensor directs power to the outside wheel only.

Two battery packs will be available to suit urban or semi-urban routes, and the units have already undergone a million km of field trials, including towing trailers of up to 3.5-tonnes.

of conventional ones by 2028, and ZF could offer electric motors, inverters, transmissions and software systems.

ZF was becoming less dependent upon passenger cars. In 2019, 80 per cent of ZF sales were to the car sector, and 12 per cent to the commercial vehicle market. In 2021, the car share had fallen to 73 per cent, and the commercial sector had risen to 18 per cent, thanks in part to the takeover of braking specialist Wabco.

ZF showed the latest in its electric heavy-duty components line-up at the recent Advanced Clean Transportation Expo in Long Beach, California.

These included modular and scalable silicon-carbide inverters, modular electric motors and a range of electric power take-off systems under the eWorX banner.

The Treasury has admitted it has no clear idea how much the Government’s ambitious plans for a net zero economy by 2050 will cost, or how they will be paid for and the question of how declining revenue from fuel duty will be made up while alternative technologies are funded has not been resolved.

Criticised by the House of Commons Public Accounts Committee in March for having “no clear plan for how the transition to net zero will be funded,” the Treasury has now rejected the opportunity to come up with a clear funding plan for the initiative.

Members asked the Treasury, and the Department for Business, Energy and Industrial Strategy, for detailed metrics on reporting progress on implementing its net-zero policies, including the effects of tax measures such as vehicle and fuel-related duties.

The Treasury responded: “The government does not think that it is appropriate to commit to publishing additional specific performance metrics now but, in future, the government will consider what additional metrics and reporting might be needed.”

Dame Meg Hillier, chairwoman of the Public Accounts Committee, said that MPs were “seriously concerned about the lack of detailed plans for all the hurdles on the way” to transitioning to net zero.

“Government’s unwillingness to engage with the nitty-gritty of reaching net zero — especially, for example, how it replaces lost revenues from fuel duty while simultaneously funding the investment in its replacement — makes us fear that they are not serious about delivering this target and it will go the way of all the other broken promises and pledges.”

The Government’s 2019 Net Zero report set out spending of between one and two per cent of GDP every year in the 30 years to 2050, working out at up to £1.2 trillion.

The best kept secret.

Until now.

The best kept secret.

Until now.

14

The Standard Summer 2021

“Lift off has begun, have you?”

Grahame Neagus, Head of LCV, Renault Trucks UK & Ireland

As we enter

the summer of 2022, the transition to a low carbon transport future is well underway.

Never before has our industry been so buzzing with technology and excitement and this is spreading across all aspects of the sector, from selling, operating and keeping on the road to financing. Every part of what we do today is already being touched by this seismic shift in transportation. Are you ready for lift off?

during the pandemic, it is still viewed quite negatively outside the sector. This means we are dealing with an ageing, male-dominated workforce, with no one to replace them.

The Government’s Decarbonisation Plan has given us all a roadmap to which we can align our own strategies, and its impacts will be far-reaching for road freight – by 2030 we will be looking at a very different landscape.

Yet how many businesses actually have a decarbonisation plan today that include both the vehicles and the necessary infrastructure?

For example, at Renault Trucks we have already introduced electric vehicles from 3.1 – 26 tonnes into the market, and by 2023 we will have a 100% electric version of every vehicle in our range and we have a vibrant apprenticeship and graduate intern programme. As a business, our parent company, Volvo Group, has committed to the most ambitious targets in the industry, to achieve net-zero value chain greenhouse gas emissions by 2050, and interim targets that have been independently validated by the Science Based Targets initiative, with a roadmap that is in line with the Paris Climate Agreement.

Certainly with conventional diesel prices increasing the focus on alternative power sources has never been greater but this does not only mean a shift to alternative fuels and technologies: the latest generation synthetic diesels, like HVO, can and do offer another green alternative to be considered in the whole blended solution of future decarbonisation.

In addition, as the current recruitment challenges for transport and logistics also hit the headlines, how can we make sure we attract the right people now to build a thriving and changing industry fit for the future?

One of the first issues to face is that for many young people starting out, transport and logistics is not a particularly aspirational career and, despite being lauded as keyworkers

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It is clear that we urgently need to reframe the narrative to attract and retain young talent. Fast moving, fast paced and high tech, this is an industry with great prospects and a sustainable future.

For younger workers who value organisations that have a positive impact on the world, the transport and logistics industry is ideally placed to appeal to the next generation.

Yes, people get very excited about the latest electric cars like Tesla, Lotus and Jaguar, but the Transport and Logistics sector is advancing at a faster rate than cars. These are exciting times both for those already in our sector and for those new entrants on the first rung of the ladder, with strong growth and opportunities for career progression ahead.

And by sharing a commitment to innovation, technology and the environment, by looking at your own decarbonisation plan across all aspects of your operation - drivers, traffic desks and workshops - together we will deliver the government’s Transport Decarbonisation Plan.

However, both government and local government must incentivise and support businesses not only in the purchase of commercial electric vehicles, but also in the infrastructure and the people to deliver – to accelerate this change.

Government has made some changes in legislation to start addressing the issues, for example GVWs. As an unladen electric LCV typically weighs more than its diesel equivalent, there has been an increase in the maximum permissible payloads to level the playing field.

Recognising the impact of batteries on payload, the Government changed driving licence rules in 2018. Now Category B licence holders who are already eligible to drive vehicles up to 3500kg can drive alternative fuel vehicles (AVF) that weigh up to 4250kg.

Many operators have seized the opportunity to run at a higher GVW. And on the face of it, this sounds like good news. However, we are coming across more operators who, having only ever operated up to 3500kgs, do not fully understand the operational impact from a legal perspective.

Why? Because the allowance to go up to 4250kgs GVW is only applicable to the

“Both government and local government must incentivise and support businesses”

driving licence element of the operation and not the whole operation in its entirety.

90kph (56mph), along with annual MOT testing coming into scope.

Read the small print, and it becomes clear that despite the fact that a specific model may have a design weight of 4250kgs, it does not mean that the vehicle can be operated at that weight. The allowance is only there as a maximum based on the disadvantaged weight penalty compared to the standard diesel equivalent under Article 2 of the Council Directive 96/53.

Simply put, if your diesel vehicle could carry 1200kgs at 3500kgs GVW and your new electric one can only carry 1000kgs because of the weight of the alternative fuel, then assuming the design of the vehicle can allow it and you have the right levels of equipment fitted, you can only run this vehicle at 3700kgs not 4250kgs.

Amendments in Operator Licensing requirements currently help AFVs as operating working within a 100km radius of their company base means exemption which is ideal for your electric 3.5 tonner but go beyond this and you are breaking the law.

How many people I wonder have interpreted the law as being able to run at the full 4250kgs on a category B license just as if they were in a 3500kgs vehicle and be blissfully aware they are breaking the law whilst putting insurance and compliance at risk?

Before all Category B licence holders can get behind the wheel of a heavier alternative fuel van, they must first complete a minimum of five hours’ training with a registered instructor. If not, the driver could be subject to a level three fine of £1000 under the Road Traffic Act. Additionally, operating beyond 3500kgs now brings the base vehicle into a N2 category and therefore into HGV territory so all the complexities of tachographs, AEBS braking systems, speed limiters set at

Moreover from 21st May 2022 UK based operators of LCVs with a MAM between 2500kgs and 3500kgs involved in international transport for hire and reward will come within scope of Operating Licensing. While currently most EVs will probably not operate on international routes, journeys between Northern Ireland and the Republic of Ireland will be affected.

• Grahame Neagus

While thinking you can operate AFVs at the higher weights may look tempting, remember your payload will remain as that of a 3500kgs version so are the added complexities beyond that a burden or a gain? Here at Renault Trucks our electric vehicles can weigh as little as 47kgs more than their diesel equivalent, so do you carry more with all the additional complexities or do you enjoy greater operational freedom?

It always pays to specify the right vehicle, with the right range for your application and not to carry more battery weight than you need. But if you do require more, choose a partner with HGV know-how to help you navigate this more complex world of heavy truck compliance with total peace of mind.

summer 22 | destination net zero 11

Electric Light Commercials - 2022 Market overview Words: Steve Banner

Electric vans

will be appearing on Britain’s streets in increasing numbers over the next few years as pressure to cut emissions intensifies. As a consequence every light commercial manufacturer is adding them to its portfolio as ranges between recharges lengthen and charging times shorten.

Among those businesses leading the charge is global automotive giant Stellantis. It embraces Citroen, Peugeot and Vauxhall, and has a well-established joint venture with Toyota.

As a consequence Toyota’s Proace City Electric is virtually identical to Citroen’s e-Berlingo, Peugeot’s e-Partner, and Vauxhall’s Combo-e.

Each model comes with an electric motor delivering up to 100kW powered by a 50kWh lithium-ion battery which sits under the cargo bed. Range between recharges is around 170 miles.

Load cube is up to 4.4cu m, and gross payload capacity up to 800kg. Charging times are approximately 7.1 hours if you plug the van into a wallbox, falling to around 4.5 hours if you have access to a three-phase supply.

Going up the size chart, Toyota’s deal with Stellantis means the Japanese company also markets the Proace Electric.

With a load cube of up to 5.8cu m and a gross payload capability of up to 1.2 tonnes. it is a rebadged version of Citroen’s e-Dispatch, Peugeot’s e-Expert and Vauxhall’s Vivaro-e. Stellantis also embraces Fiat Professional and an

12 destination net zero | summer 22

“Electric vans will be appearing on Britain’s streets in increasing numbers over the next few years”

electric Scudo, which shares the same basic design, is being rolled out too.

Businesses that are happy with a range of no more than 150 miles or so can specify a 50kWh battery pack. Those that need to cover around 210 miles between recharges can choose a 75kWh pack.

While the basic concept may be the same, each of the aforementioned models addresses slightly different sectors of the market. Vivaro-e for instance is marketed with the choice of two different lengths, with a load cube of up to 6.6cu m.

Going even further up the weight scale, Fiat Professional is energetically promoting the merits of its new, Ford-Transit-size E-Ducato.

Operators can choose between two different battery packs; one at 79kWh, which is said to offer a range of up to 230 miles, and one at 47kWh, believed to be good for up to 146 miles.

Stable-mates Citroen, Peugeot and Vauxhall take a somewhat different approach with the e-Relay, e-Boxer and Movano-e. Each one now comes with a 75kWh battery which should deliver up to 154 miles as well as a 37kWh option good for up to a moremodest 73miles.

The Stellantis brands and Toyota are not without their rivals. Equipped with a 80kW electric motor, Nissan’s long-established eNV200 is still available, with a claimed range of up to 187 miles, a 4.2cu m load box and a gross payload capability of up to 705kg. cont. summer 22 | destination net zero 13

The latest version of Renault’s Kangoo Van E-Tech is set to arrive this summer, with much the same range as the Nissan’s, and a 90kW motor Dropping down the size and weight scale, Renault also offers the car-derived Zoe Van E-Tech. Admittedly it only has a 1.0cum load area and a maximum gross payload capacity of 457kg, but its 80kW motor delivers lively performance, and at up to 245 miles its claimed range is undoubtedly impressive.

By contrast, the admittedly far bigger Master Van E-Tech with a 57kW motor can realistically only manage 75 miles.

So where does all this leave Mercedes-Benz and Volkswagen Commercial Vehicles?

The former’s portfolio includes the Vivaro-e etc rivalling eVito, now available with a 66kWh battery pack. It offers up to 162 miles, says Mercedes.

Its larger eSprinter stablemate has a motor the same size but a maximum range of no more than 96 miles; if you are happy to accept a 50mph speed restriction.

Specify an 80kW DC charger though and you can get 80% of your battery’s capacity back in 30 minutes says the Three-Pointed Star.

VW has quietly dropped the electric ABT e-Transporter conversion, but will soon be rolling out the excitinglooking ID. Buzz Cargo. A Vivaro-e etc challenger, it could deliver up to 250 miles before you have to plug it in again, although payload capability looks unlikely to be all that impressive.

A number of manufacturers less well-known than marques such as Mercedes and VW are moving into the electric van sector.

“most electric van experts warn that too heavy a reliance on fast charging is likely to shorten battery life” 14 destination net zero | summer 22

Among them is DFSK, with the EC35. Distributed in Britain by Innovation Automotive, and roughly the same size as an e-NV200, it features a 39kWh battery and a range said to be up to 166 miles; but only if you are willing to be limited to 50mph.

If that is a mite too slow for you then you can choose a variant that is good for 62mph; but your range will drop to a touch over 100 miles.

Mention should also be made of Maxus, formerly known as LDV. Its electric line-up includes the eDeliver 9, with a hefty 150kW electric motor and a range reckoned to be up to 219 miles. Load cube is up to 11cu m while gross payload capacity goes up to 1.2 tonnes.

All of the foregoing presents a challenge to Ford.

However it is clearly determined to hang on to its leadership of the UK van market no matter how vehicles are powered.

Now promoting its light commercial activities under the Ford Pro banner, it has just teased prospective

customers with a few details of its new Ford E-Transit Custom. In doing so it is doubtless hoping to build on the soaraway success of the diesel Transit Custom on this side of the Channel.

With a claimed range of up to 236 miles, a DC fast-charging capability plus the ability to haul a trailer - a facility more and more battery vans are offering - E-Transit Custom will be built in Turkey.

Production should start in the second half of 2023, with an electric Transit Courier due to break cover in 2024.

Already listed in the Ford price guide is the E-Transit. It should be able to complete up to 196 miles between recharges says the manufacturer, and customers can choose either a 135kW or a beefier 198kW motor.

E-Transit can claw back from 15% to 80% of the 68kWh battery pack’s capacity in little more than half-an-hour from a 115kW DC fast-charger, the manufacturer adds; although most electric van experts warn that too heavy a reliance on fast charging is likely to shorten battery life. end

summer 22 | destination net zero 15

Renault Trucks Unveils its new ambitions in electric mobility

Shifting truck

fleets towards a net-zero solution is a tricky task, and one which is beyond any one vehicle manufacturer or technology infrastructure provider, let alone an individual fleet operator. Large or small.

Not withstanding this, for several years now, Renault Trucks has been offering a steadily expanding range of electric trucks and in 2021, 249 electric trucks were delivered and 613 were ordered.

Renault Trucks is now stepping up its strategy and increasing its ambitions. The manufacturer plans for 50 per cent of its sales to be electric by 2030

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Words: Richard Simpson

“This 360° support is structured in four phases ”

and, by 2040, 100 per cent of the Renault Trucks vehicles sold will be fossil-free.

But the manufacturer has recognised that building the hardware alone will not be enough. It has now developed E-Tech, a new brand for its electric vehicle range, which also offers all-round support for its customers in their transition to carbon neutrality.

The rebranding supercedes the Z.E branding on the current range of Renault Trucks electric vehicles, and offers both a range of high-performance electric vehicles and all-round support for customers in their energy transition, from their initial purchase to monitoring the operations of their electric trucks.

This 360° support is structured in four phases: 1. An initial phase during which Renault Trucks helps customers draw up their decarbonisation plans and analyse and define their needs. The manufacturer provides its expertise in the solutions available on the market and understanding of the business constraints of its customers.

2. A second phase of diagnosis, based on precise knowledge of the customer’s activity, including analysis of the fleet and routes and an analysis of the sites’ electrical facilities. It involves use of simulation tools to help customers make decisions and monitor their activity, such as a carbon emission reduction simulator and a range simulator.

Following this diagnosis, Renault Trucks provides the customer with a detailed recommendation, cont.

• Renault Trucks has unveiled new ambitions in the field of electric mobility, with an offer geared towards providing 360° support for its customers, renamed E-Tech.

summer 22 | destination net zero 17

which includes a roll-out schedule and a forecast of the reduction in CO2 emissions for the coming years.

3. Next, a phase during which Renault Trucks becomes the architect of the decarbonisation project and cobuilds the new electric mobility ecosystem alongside the customer. The solution includes financing, taking into account local or governmental subsidies, the definition and setup of the complete truck with its equipment and bodywork, on-site charging facilities, maintenance agreements, and so on. During this phase Renault Trucks provides the customer with an electric truck, so that it can be tested in real working conditions.

4. In the final phase, Renault Trucks acts as the project manager for the customer’s decarbonisation solution: installation of on-site charging facilities, training of drivers and fleet administrators, and more. Last but not least, Renault Trucks and its network support customers in the operational monitoring of their fleet, thanks to vehicle connectivity. This involves the manufacturer monitoring the charging facilities, tracking driving and consumption and making suggestions for optimisation, recommending routes, and optimising maintenance operations.

Acknowledging that hauliers need practical support in their transition to electric vehicles. Renault Trucks can guide their decarbonisation plans, providing support based on expertise, anticipation, proximity, peace of mind and fast performance. end

• E-Tech Master 18 destination net zero | summer 22

“precise knowledge of the customer’s activity, including analysis of the fleet and routes ”

• E-Tech D

• E-Tech D

• E-Tech T summer 22 | destination net zero 19

Green fleet aspirations now a higher priority than safety and cost savings, new study reveals S

ustainability and carbon reduction is now the number one business priority for almost half of UK commercial fleets (45 per cent), according to new research from mobility solutions specialists Bridgestone and Webfleet Solutions.

The need to decarbonise topped both the digital transformation of fleet processes (cited by 42 per cent of decision-makers) and driver safety (37 per cent), with the same number prioritising cost reduction.

Despite their net zero commitment, however, the study among 300 fleet decision-makers revealed they believe it will be more than eight years before their fleets are fully carbon neutral – 7.5 years for HGV operators and 8.7 years for van fleets.

“Decarbonising a vehicle fleet and making the electric transition can represent a significant change management undertaking. Ultra-low emission vehicle (ULEV) adoption is being incentivised with a range of measures, including a two-year extension to the plug-in van and truck grants announced in the Spring Budget – but operators clearly feel more must be done.

Forty-three per cent of HGV operators plan to invest in alternative fuel vehicles over the next 12 months, while 36 per cent of van fleets plan to introduce electric vehicles (EVs). Almost two in five fleets (39 per cent) will purchase energy efficient tyres.

“As government seeks to meet this challenge, the ecosystems of advice, shared knowledge and guidance – from support and consultancy groups to online resources, dedicated forums and events – will continue to grow.”

“These findings embody the generation-defining zeitgeist of climate change, with the road transport industry at the very epicentre of our collective efforts to secure a more sustainable future,” said Andrea Manenti, Vice President North Region, Bridgestone EMIA. “Strategic action is being spurred not only by regulation, but by increasing recognition that the cost of buying, operating and maintaining EVs – their total cost of ownership (TCO) – is now typically lower than for fossil-fuelled equivalents.”

Alongside the business impetus to decarbonise, decision-makers harbour strong personal motivations, with 61 per cent wanting to protect their health, that of their family and the next generation.

To accelerate the transition, three in five (60 per cent) have called for greater financial support and guidance from government.

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Beverley Wise, Regional Director UK and Ireland, Webfleet Solutions

COMING SOON: New online green hub for fleet operators

Are you up to speed with all the latest evolutions in green vehicle and transport tech? Do you know how to create an effective EV charging strategy?

Confused about how to calculate TCO on an electric fleet?

Look out for the imminent launch of the Fleet Greenroom Hub, a multimedia knowledge and insights hub to support fleet operators on the Road to Zero.

From the latest green vehicle trends to wider innovations in transport infrastructure, we will be bringing you insights and updates on the very latest solutions and sharing the very latest best practice with white papers, videos, podcasts and opinions from industry leaders and EV trailblazers.

Keep up to date with the latest Fleet Greenroom hub developments in future issues of Destination Net Zero this year.

summer 22 | destination net zero 21

HVO going greener, faster Hydrotreated vegetable oil - cheaper solution Words: Steve Banner

Transport

operators agonising over how best to reduce the impact of their vehicles on the environment may be unaware that there is a simple step they can take today that will cut their CO2 output and reduce harmful tailpipe emissions. It does not involve switching to radically-different and eye-watering-expensive technology, or having the ranges of their trucks compromised, or making a massive investment in new refuelling facilities at their depots.

All they have to do is stop using conventional diesel immediately and switch to HVO hydrotreated vegetable oil - instead. Classed as a paraffinic diesel, it is made from renewable waste materials such as vegetable and animal fats and can cut well-to-wheel CO2 emissions by up to 90% or more, claim its advocates.

Running trucks on HVO can reduce a truck’s NOx emissions by up to 29% contends Green Biofuels chairman, William Tebbit. His Andover, Hants-based company supplies the fuel under the Green D Plus banner.

“Its use undoubtedly leads to improved air quality,” he states. “Particulates come down by up to 85%, and here I’m especially thinking about what are known as superfine particulates.“

22 destination net zero | summer 22

They are not caught by a truck’s particulate filter, and can pass through your skin and get into your bloodstream.”

Tailpipe CO2 emissions are down by 5% to 6% too,” he adds.

HVO can either be used on its own or mixed with ordinary diesel in a haulier’s bulk tank no special storage arrangements are required - or a truck’s running tanks.

Says DAF UK marketing manager, Phil Moon: “It’s what is sometime referred to as a drop-in fuel. It’s more stable than ordinary diesel, with a low water content.”

Says Tebbit: “It doesn’t smell, it’s not carcinogenic, and if it gets into the ground then it biodegrades in 52 days. It burns very cleanly and produces no smoke at all.“ Another advantage is that because it produces less NOx, the truck consumes around 20% less AdBlue,” he observes. “One leading bakery company’s fleet has covered around 30m miles on HVO, and reported no problems with it.”

Says Moon: “Go back a couple of years and there was certainly a lack of awareness, but a number of operators have now gone over to it completely. In other cases they are using it in

trucks running out of just one of their depots so they can assess its performance.”

Vehicles that run on it do not require any additional servicing he says and filters do not require replacing more frequently. Says Tebbit: “If anything you’ll probably be able to extend your service intervals subject to the manufacturer’s agreement.”

Changing to HVO has zero impact on a truck’s second-hand value, Moon adds.

If you subsequently decide for whatever reason that HVO is no longer for you, then you can easily revert back to fossil diesel. Observes Tebbit: “There is no difference in performance between the two.”

HVO’s use is now widely approved by truck manufacturers. Says Oliver Soell, head of product at Mercedes-Benz Trucks UK: “All our Euro VI engines are certified to run on it and it is suitable for winter use. There are no changes to service intervals, and no change to service life.”

Says Moon: “All current DAF engines can operate on it.” He believes transport companies should give it serious consideration.

“Let’s suppose you run a truck that covers 100,000 miles annually at an average 10mpg, which means it burns 10,000 gallons/45,400 litres of fossil diesel a year,” he observes. “This means it emits 121.6 tonnes of CO2 yearly; but if you switch to HVO you can cut that figure by 109.5 tonnes.”

Drawbacks? Says Tebbit: “It’s around 10% to 12% more expensive than standard diesel.”

Nor can you buy it at service stations.

Green Biofuels can arrange for Green D Plus to be delivered in bulk to hauliers premises however “we can deliver up to 38,000 litres at a time,” says Tebbit - and can offer businesses an environmentallyfriendly bulk tank to hold it if they do not already have one. Several well-known oil distributors are cont.

“Tailpipe CO2 emissions are down by 5% to 6% too” summer 22 | destination net zero 23

starting to supply HVO says Moon, so it is starting to move away from being a slightlyexotic fuel to one that is rapidly becoming more mainstream.

“If you buy HVO in bulk then it could work out cheaper than buying ordinary diesel at a forecourt,” he adds; and the pump price of fossil diesel has of course been rising steeply.

Some van makers remain cautious about HVO’s use. For the avoidance of any doubt any light commercial fleet contemplating introducing it should get written approval from the manufacturer or manufacturers concerned to ensure warranties are not invalidated.

Concern has also been expressed about some producers employing palm oil as one of their HVO feedstocks given its association with deforestation. It is gradually being phased out however and looks set to be eliminated by 2030 in line with European Union sustainability standards.

Somewhat surprisingly, HVO is subject to the same rate of duty and VAT as conventional diesel, despite its green credentials. Remarks Tebbit: “That does seem a bit daft given that it’s not a fossil fuel.”

He is not arguing for the rate to be changed, however. Instead, he is suggesting that hauliers who use HVO should be entitled to claim a rebate from HM Customs & Inland

• HVO Vs Diesel 24 destination net zero | summer 22

Revenue that is equivalent to the difference between the price of HVO and the price of fossil diesel.

“So if the former is 10p a litre more, then users should be able to get that 10p back,” he suggests.

Even with the price premium it attracts, HVO is growing in popularity says Tebbit.

“Our sales are doubling annually,” he says.”We supplied 50m litres in our last financial year and that should rise to 100m litres in our current one.”

While that is undoubtedly laudable, it has to be viewed in the context of the whopping 34bn litres of fossil diesel the UK consumes annually.

The HVO Green Biofuels sells is shipped over from mainland Europe.

“It comes from refineries in Finland, the Netherlands and Italy and is made from feed stocks that include tallow, used cooking oil, fish oil and all kinds of organic matter,” Tebbit says. “That means it’s sustainable.”

Finnish group Neste is a leading producer of HVO and markets it under the Neste MY Renewable Diesel banner. Further emission reduction benefits it cites include hydrocarbons down by 30% and carbon monoxide down by 24%.

“We supplied 50m litres in our last financial year and that should rise to 100m litres in our current one.”

Other European producers include Eni, Repsol and TotalEnergies. All HVO has to be made to the same standard - EN15940.

Says Moon: “We’re not saying it’s a forever fuel.” However it can deliver immediate environmental benefits until zero-emission battery-electric and hydrogen fuel cell trucks become firmly established.

HVO is not the only drop-in EN15940compliant paraffinic diesel available. GTL is a potential alternative.

The initials stand for gas to liquid, and its use can cut particulates by up to 50% and NOx by as much as 37% compared with mainstream diesel according to Certas Energy.

Its product portfolio includes Shell GTL, which it distributes in the UK. Like HVO, it is delivered to fleets with their own bulk tanks. Like HVO too, it is pricier than ordinary diesel.

It is also made from a fossil fuel, which puts a dent in its CO2 credentials.

In response, Shell points out that GTL is available with carbon offsets; the energy giant is engaged in a variety of projects worldwide in order to offset CO2 emissions.

They include the protection of peat land in Indonesia and a vast forest in Peru, and a reforestation project in the USA; which has resulted in over 42m trees being planted.

end

summer 22 | destination net zero 25

Hydro-power

Hydrogen provides a lighter route to electrification The ever-growing

network of Clean Air, Ultra-Low and even Zero Emissions Zones and Areas spreading across the country is starting to focus the minds of commercial vehicle operators on the planned national phase out of fossil-fuelled vehicles.

Although trucks will not be included in the ban on new combustion-engined light vehicles due to come into force in 2030, truck makers are working to meet the EU target of reaching net zero emissions by 2050.

Given current technology, trucks, like cars and vans will have to make the transition to electrical power to replace diesel.

For heavy trucks, this is likely to lead in two directions.

Vehicles covering shorter distances, on urban distribution and other regular predictable routes, will probably follow cars and vans and use batteries to power electric drive motors. For long-distance trucks, instead of batteries, the drive motors are more likely to receive electrical power from hydrogen fuel cells.

Like a battery, these devices contain two electrodes: a negative (anode) and a positive (cathode); sandwiched around an electrolyte. But unlike a battery, they will produce energy for as long as they are fed a fuel, which in this case is hydrogen. A catalyst separates incoming hydrogen atoms into protons and electrons, which travel to the cathode via different paths. The electrons travel through an external circuit, creating a flow of electricity. The protons migrate to the cathode vie the electrolyte, where they reunite with the electrons and combine with atmospheric oxygen to produce water and heat.

26 destination net zero | summer 22

Words: John Kendall

The advantage for long-distance vehicles is that re-fuelling takes about the same amount of time as refuelling with diesel, and fuel cells weigh less than the batteries that would be needed to offer a range of say 500 miles, although fuel cell vehicles still require a battery to damp out peaks and troughs in power demand.

Current fuel cells are one-third as efficient as batteries, although they are improving. A hydrogen-fuelling network for vehicles is also required. There are currently around 12 hydrogen re-fuelling sites across the UK, but these are mostly designed for cars and buses.

There is also the issue of how hydrogen is produced.

It can be extracted from methane gas, but unless bio-methane is used, it would have to be sourced from fossil fuels. This is generally classified as “blue” hydrogen. Since fuel cells are reversible, when powered with electricity, they can generate hydrogen and oxygen from water. If the electricity is produced from renewable sources such as solar power, wind turbines, or hydro-electricity, no fossil fuels would be used to produce the hydrogen. This “Green” hydrogen could then be used to fuel hydrogen fuelcell powered trucks.

Not surprisingly, the clear signals about ending the use of fossil fuels to power vehicles is driving motor manufacturers to assess how they will power vehicles in the future. All major European truck manufacturers are now producing battery powered vehicles and assessing the viability of hydrogen fuel cells.

Daimler Truck, IVECO, OMV, Shell and the Volvo Group have established H2Accelerate: a project to create the conditions for a mass-market roll-out of hydrogen fuel-cell trucks in Europe. H2Accelerate will run through the 2020s with the aim of getting several hundred hydrogen powered trucks on the road and building a small number of high-capacity re-fuelling stations in the first phase. In the second phase the aim is to achieve volume manufacture of thousands of vehicles per year to ensure there are 10,000 hydrogen powered trucks on European roads by 2030 and then to ensure that major transport corridors across Europe have a network of re-fuelling stations. cont.

“Given current technology, trucks, like cars and vans will have to make the transition to electrical power to replace diesel” summer 22 | destination net zero 27

Colaboration Daimler Truck and Volvo Group have also announced a joint venture for the manufacture of hydrogen fuel cells. Named cellcentric, it will develop, build and market fuel-cell systems for long-haul trucks and other applications. These could include buses, coaches, trains and shipping.

Both companies have researched hydrogen fuel cells for several decades. Daimler first exhibited a fuel cell powered van in the mid 1990s.

In preparation, Daimler Truck, which has spun off from its parent company, has been pulling its R&D spending out of diesel, and will be looking to share the burden of developing the final iterations of heavy-duty diesel for Euro VII and beyond with industry partners.

The company has already established a partnership with US engine maker Cummins to develop and manufacture medium-duty diesel engines. By 2025, Daimler Truck expects to have redirected most of its research and development spending to zero-emission technologies. The eActros LongHaul, with a range of around 500 kilometres on one battery charge, is scheduled to be ready for series production in 2024. The first prototypes of the 40-tonne truck are currently undergoing internal tests and engineers are planning to start trials of the e-truck on public roads this year. The eActros LongHaul will also enable high-performance charging – so-called “megawatt charging” making ‘refuelling’ on the road a practical proposition.

To meet its goals for battery powered trucks, Daimler Truck will intensify its existing partnership with lithium-ion battery manufacturer CATL that will extend beyond 2030. The batteries will combine high energy density with ultra-long cycle life, as well as fast-charging capability, to meet the specific requirements of battery-electric long-haul trucks.

• Martin Lundstedt

CEO & President of Volvo AB

28 destination net zero | summer 22

• Hydrogen power unit

Battery powered trucks will need a charging infrastructure for their specific needs and Daimler intends to kick start the charging infrastructure in core European and American markets through another strategic partnership with Siemens Smart Infrastructure, Engie and EVBox Group to provide charging infrastructure for truck fleets at their depots.

Just as battery electric vehicles need a charging infrastructure, fuel-cell powered vehicles will need a re-fuelling infrastructure and Daimler Truck has also announced a new partnership with Shell to provide a European hydrogen refuelling infrastructure from 2024. This will start with a 1,200km ‘hydrogen corridor’ between Rotterdam, Hamburg and Cologne, with Shell providing 150 hydrogen refuelling stations along this route. Daimler Truck has committed to supplying hydrogen trucks for customer use by 2025 and plans to have 5,000 in use by 2030.

Independent of Daimler Truck, the MultiHyFuel project, a public/private partnership with EU backing is covering a range of activities including the design of hydrogen fuel dispensers to ensure a standardised pump/vehicle connection and to set safe re-fuelling standards, as well as education and consumer awareness. Hydrogen Europe, established in 2008 will co-ordinate the project with participation from Air Liquide, ENGIE Lab CRIGEN, INERIS, Kiwa, Snam, Shell and ZSW with HSE and ITM Power from the UK. MultiHyFuel’s results will be used to publish a report next year.

If progress can be made as planned by all these projects, Europe’s cities can look forward to some measurable improvements in air quality as well as progress towards the wider goal of net zero.

end

summer 22 | destination net zero 29

Preparing for trucks of the future

Whether they are powered by electricity, hydrogen, gas or something else entirely, transport fleets are going to undergo a transformation over the coming years Words: Steve Banner

Haulage

and distribution centres will change enormously over the next 10 to 15 years as diesel trucks are gradually displaced by electric models. Trucks powered by hydrogen fuel cells may have a role to play too.

One unavoidable consequence for existing centres will be disruption as bulk fuel tanks are torn out and battery charging points – and the electricity cables needed to feed them – are installed. Such upheaval need not plague sites being constructed now, however, if some of the basic infrastructure that will be needed is built in prior to the power shift that is undoubtedly coming.

Think of the needs of the people who work there, including warehouse order pickers and forklift truck drivers, advises Simon Cox, Head of Sustainability at Prologis UK. It constructs major distribution centres which are then occupied by some of the country’s best-known businesses, including Tesco and Sainsbury’s.

“In future, more and more employees are likely to come to work in electric cars,” he points out.

What responsible employers should therefore consider doing is putting in below-the-ground channels that can accommodate cabling to support low-speed charge points that can easily be installed as and when required. Workers will be able to plug their vehicles into these points so that they can be trickle-charged while they work their shifts.

Doing the ground work Put the underground channels and any related subterranean equipment in now and the site will not have to be dug up to install them when they are actually needed.

30 destination net zero | launch 22

“The ability to recharge their vehicles while at work could be offered to employees free as a benefit, or at a discount subsidised by the company concerned,” Cox suggests.

Manager at Volvo Group Real Estate UK. “It’s highly unlikely that all the trucks will come back at once and go out again at the same time, meaning that charging could be staggered and parking planned accordingly.”

The same underground network could be used to deliver power to electric vans that businesses will increasingly be using for last-mile delivery.

The amount of extra power required at a site to cope with electric trucks is less straightforward to predict.

“That will depend entirely on the chargers you are proposing to install,” says Boyes. “A 150kW DC fast charger will obviously require more power than a 22kW AC overnight charger so you may need to have the supply upgraded and a substation may have to be put in.”

Individual parking slots may not necessarily require above-the-ground charging posts says Cox. “One option could be to install an inductive charging system,” he suggests – an approach similar to the wireless smartphone charging system now offered in some vehicles.

How about ensuring electric trucks can be recharged?

Once again, underground channels will have to be in place to house the cabling – and once again, anybody designing new premises should ensure they are installed in advance.

“Thought needs to go into how the cable runs are planned,” says Adam Boyes, Property and Facilities

Be safe and be smart The exact details of what needs to be done will depend on how much power is coming into the premises to begin with, and an expensive upgrade may not be required. That is more likely to be the case if a smart grid system is installed that schedules charging overnight, and carefully manages it to ensure that any vehicle required the following morning will have enough juice in it to handle a day’s work. cont.

“in future, more and more employees are likely to come to work in electric cars”

launch 22 | destination net zero 31

It can be accompanied by an energy storage system potentially created out of batteries no longer suitable for use in vehicles. They can hold lowtariff electricity which can be called on as and when required.

Cox suggests that a different approach may be required to charging trucks than the one that it is typically advocated by truck makers. It is one that is regularly used to keep electric forklifts running.

In this scenario, warehouses hold racks of batteries that are fully charged.

When a forklift’s battery is on the verge of running out of power, it is removed and swapped for one that is charged up. It then goes back onto the battery rack to be replenished.

“Swap the batteries on electric trucks and it will help to keep the charging load on the site constant,” Cox says. “If you keep your load flat, then your power will cost you less.”

Site designers will need to ensure that sufficient space is allocated for battery banks, he says. Bigger substations and transformers may also still be needed at some locations. However, the impact of the additional power draw may not be quite as great as is supposed, Cox contends.

“In the past, lighting used to account for 90 per cent of a distribution warehouse’s electricity requirements,” he says.

“That percentage has reduced dramatically in recent times thanks to the introduction of motion and daylight sensors and LEDs, but the electricity capacity remains in place.

“That gives the site’s occupant some headroom when it comes to charging vehicles,” adds Cox. Battery swap shop Replacing a 26-tonner’s electric battery pack would be far more problematic than swapping a forklift’s, given its size. It would also require the truck to be designed in such a way that it could be done quickly and safely by workers who are unlikely to be fully-trained workshop technicians.

Some distribution sites may elect to offset any increase in the power they need by producing their own. Solar panels mounted on what may be acres of unused roof space could represent one possibility, as could a wind turbine if the location is suitable and there is sufficient room.

They could help premises become carbon neutral or even carbon negative.

Trucks fitted with fuel cells could be employed on long-haul work in the future, so thought may have to be given to allocating space to dispensing and storing – or even producing – hydrogen. As far as

“We’re encouraged by the results and we’re committed to the widespread adoption of alternative fuels” 32 destination net zero | launch 22

industrial parks are concerned, one option could be to create a centralised hydrogen production and refuelling hub that can serve a number of clients.

Such a hub is being created in Holyhead in North Wales backed by the Isle of Anglesey County Council and the Welsh Government’s Local Transport Fund and supported by clean energy solutions provider Logan Energy. It should be in service by 2023.

Is hydrogen the new hope?

Hydrogen production requires green credentials in order to be viewed as truly environmentallyfriendly. Irish gas and electricity supplier Energia has managed to achieve this goal.

The company makes hydrogen using an electrolyser at a wind farm it operates in County Antrim. The fuel is then delivered to bus operator Translink in Belfast in specially-designed trailers supplied through Logan Energy for use in its fuelcell-powered double-deckers.

“There is no upper limit to how much hydrogen you can store,” says Bill Ireland, Logan Energy’s Chief Executive Officer. “By following industry guidelines and regulations hydrogen can be safely stored at transport depots.

“Rules include integrating stand-off distances between stored hydrogen and any potential sources of ignition – and keeping storage facilities at least 8m away from buildings,” he adds.

“Planning consent is needed and, if you are storing more than five tonnes of hydrogen,

there are additional regulations to follow. But depots can be designed with these in mind to support the rollout of renewable fleets.”

Operator experience of electrics While views on the energy strategy that should be adopted may differ, businesses that fail to plan ahead and embrace the changes that are coming over the horizon will undoubtedly suffer. That is something FORS operator DHL has already recognised – and it is responding accordingly.

Last autumn the company began trialling an electric Volvo FL 16-tonner in London.

“We’re encouraged by the results and we’re committed to the widespread adoption of alternative fuels to achieve our target of zeroemission logistics by 2050,” says Ian Clough, Managing Director, Network Logistics and Transport, UK and Ireland, DHL Supply Chain.

“To support this goal, electric charging facilities are being incorporated into all our new sites, with the supporting ducting future-proofed,” he says. DHL is also calculating how much more power its sites will need, with self-generation one of the options.

Solar and wind power are undoubtedly environmentally-friendly, and have a further advantage so far as accountants are concerned.

Once the necessary technology to make use of them is installed, the sun and the wind come free.

No transport company will complain about that. end

• Simon Cox (Prologis UK)

• London Gateway

• Volvo electric truck

launch 22 | destination net zero 33

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