Destination Net Zero Magazine Issue 10

ICE PENALTY KICKS IN EMISSIONS IN SCOPE

NEW TYRES FROM OLD RCVS RE-POWERED

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Welcome to issue 10 of Destination Net Zero

Leading the horse to water

The reveal of Iveco’s S-eWay puts one of the last pieces of the battery-electric heavy truck jigsaw in place. The operator seeking to decarbonise the fleet now has plenty of choice, from large vans to tractor units, pretty much every niche can now be filled with a vehicle that is plugged in rather than filled up. There are of course some problematic issues: most notably fitting the third axle to a battery-powered 6x2 tractor, but the truth is that we now have batteryelectrics capable of undertaking most domestic transport tasks in the UK, with the exception of heavy-haulage.

But that’s only half the battle. The up-front costs of battery-electric trucks remain eyewatering for an industry where the majority of hire-and-reward operators run on wafer-thin margins. Then, there’s the almost non-existent provision of on-road charging for heavy trucks. You can read in this issue about DAF’s experiences on this year’s EV Rally, where the team had to charge a rigid truck at car-charging stations. While they were seen as a novelty and received with interest and good humour by electric car drivers, there’s no doubt that this goodwill would soon be eroded if large vehicles started to use car chargers in high numbers.

ACEA, the vehicle manufacturer’s association, is kicking up again over the poor provision of truck charging in Europe, but the situation here is far, far worse.

The importance of a decent charging network to the success of electric truck operation cannot be over-stated. The economics of electric trucks depend on the RIPP acronym: Range, Infrastructure, Price and Payload. Without decent charging infrastructure, operators will have no option other than to choose long-range trucks with big batteries. Batteries account for around half the up-front cost of a new BEV, and the promise that prices would fall as production scaled up have proved entirely false: in fact, as you can read elsewhere in this magazine, increased demand has boosted lithium prices by a factor of 10 since the start of 2021.

On the other hand, better infrastructure means more charging opportunities, letting operators get away with choosing vehicles with shorter range. These short-range vehicles will be far cheaper to buy and have larger payloads, which will make them more productive than their long-range equivalents even when the need for more frequent charging stops is taken into account.

The financial ‘carrots’ provided by Government for investment in BEVs are woeful when compared to what’s on offer for operators in our neighbouring states. But what about the ‘stick’?

As Grahame Negus points out in this magazine, the introduction of Euro VII

will make diesel trucks more expensive than they are now, but it probably won’t narrow the gap in up-front costs. There’s an additional stick to come with the introduction of fines to be imposed on manufacturers for selling ICE vehicles starting next year, but this again won’t be sufficient to close the gap.

In fact, without an adequate charging network, operators are going to be content to pay almost any price for an ICE vehicle they can use over a BEV that they can’t. The economics of diesel will still stack up, because most new vehicles are leased, and the cost of a lease is calculated on the basis of the residual value of the vehicle at the agreement’s end subtracted from the up-front cost. Sky-high residuals on ICE trucks also make mid-life refurbishments economical, and most trucks are robust enough to go on forever providing enough parts are thrown at them.

At the moment, the Government appears to think it can force the industry to switch to BEV so it can meet its greenhouse gas reduction targets. What it doesn’t seem to realise is that the industry can refuse to make that switch until an adequate infrastructure is in place, and there’s nothing more to be said until it is.

Matthew Eisenegger, Publisher

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RENAULT TRUCKS E-TECH

RENAULT TRUCKS E-TECH

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Latest news and updates

Everything you need to know from the last two months

Euro VII sees truck emissions tightened

Unlike trucks, cars will escape tighter emissions tests

Truck exhaust emissions will be tightened again when Euro VII emissions limits are introduced, while engines in passenger cars will be allowed to continue to pollute at Euro 6 levels, which were established in 2014, the European Parliament and Council have agreed with only a small change in the way exhaust particulates are measured, with particles down to PN10 coming into scope (the current size is PN23).

Trucks and buses will have to reduce NOx to 200mg/kWh in lab conditions and 260mg/ kWh in ‘real world’ tests, with test procedures carried over from Euro VI. The new limit for trucks will be introduced from 2027.

However, the new legislation does see particulate emissions from the brakes of cars and vans introduced for the first time. Large vans will be limited to 11mg/km of PM10, 7mg/km for ICE, hybrids and fuel cell vehicles, and just 3mg/km for battery-electrics.

Battery life for electric and hybrid vans and cars will also be regulated for the first time. Van batteries must maintain 75 per cent of capacity for five years or 100,000 km from start of life and 67 per cent for eight years or 160,000 km. For cars, the limits are 80 and 72 per cent respectively.

Longer-term plans include an Environmental Vehicle Passport, to be made available for each vehicle containing information on its environmental performance at time of registration such as pollutant emission limits, CO 2 emissions, fuel and electric energy consumption, electric range, and battery durability. Vehicle users will also have access to up-to-date information about fuel consumption, battery health, pollutant emissions and other relevant information generated by on-board systems and monitors.

RENEWABLE

GENERATION KEY TO BEV SUCCESS IN DECARBONISATION

The whole-life CO2 output of an electric truck varies greatly according to how the energy that powers it is generated, according to DAF Trucks.

Addressing journalists at an Oxford press conference, Adam Bennett, EV and sustainability manager at DAF Trucks, pointed out that figures extrapolated from the UK’s BatteryElectric Truck Trial showed that the whole vehicle life output of CO2 of an electric truck in the UK was 54% lower than that of an equivalent diesel in the UK.

But the electricity generation mix in the country of operation was an essential determinant in the emissions savings. In Denmark, where electricity generation was dominated by renewables, the saving was 98%. But in Poland, where electricity generation was predominantly in coal-fired power stations, an electric truck would produce 13% more CO2 than a diesel equivalent. The figures included the CO2 generated in the manufacturing and scrapping process, as well as the operational life of the truck.

Using the EU-average figure for electrical generation, the increased carbon footprint from manufacturing an electric truck could be reclaimed in less than a year of its use, because no fossil fuels were burned by it in service.

Truck manufacturers in fresh infrastructure plea

Europe’s heavy vehicle manufacturers have reminded the European Parliament that its ambitious greenhouse gas reduction targets must be matched by suitable infrastructure to support the requisite number of electric vehicles that will be required.

In late November, the Parliament voted to back the most ambitious CO2 reduction targets in the world. By 2030, the CO2 emissions of new vehicles must be at least 45% lower than those of 2019/2020. the European Automobile Manufacturers’ Association, ACEA, warns that to meet such targets, Europe will need a complete system transformation involving all public and private actors across the heavyduty transport ecosystem.

ACEA director general Sigrid De Vries said: “For truck and bus manufacturers, the question is not if, but how fast we can decarbonise. We’re doing our part by providing the vehicles and technology to make Europe’s road transport fossil-free by 2040. Yet, failure to address enabling conditions will not only slow down our sector’s green transition, but also threaten our global competitiveness.”

The manufacturers point out that they are investing billions in zeroemission technologies for battery-electric and hydrogen-powered vehicles. The technology is available, and series production is ramping up fast. Yet, a near absence of charging and refilling infrastructure and a lack of effective carbon pricing schemes and support measures to replace conventional models with zero-emission alternatives are major obstacles to the transition.

De Vries added: “Manufacturers are doing their utmost to decarbonise but rely on enabling conditions that are largely outside their control. Policy makers must recognise this in the CO2 regulation and secure an incentivising policy framework that accelerates road transport’s green transition.”

ACEA wants annual monitoring of enabling conditions such as the provision of a charging network to be established at the member-state level. Close monitoring is essential to ensure that any shortcomings in infrastructure rollouts or other enabling conditions are promptly addressed. In the absence of these robust enabling conditions, noncompliance penalties on manufacturers would be highly unfair.

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VOLTA SAVED BY MAJOR INVESTOR

Volta Trucks, which followed its battery supplier, Proterra, into insolvency in 2023, has been saved by one of its major shareholders: the Luxor Capital hedge fund.

Luxor has acquired the UK business of Volta, which had its headquarters in Sweden, but centred technical and commercial activities in England and had its 16-tonne vehicle contract-manufactured in Steyr, Austria.

Before insolvency, Volta had raised around €460 million from investors and had taken orders for over 5000 trucks. Insolvency was triggered by the failure of battery supplier Proterra, and Volta’s inability to source alternative battery supplies.

Proterra’s North American battery research and production facilities have since been taken over by Volvo Group. It will be interesting to see if Volvo allows Proterra to resume its relationship with Volta: a potential rival in the truck market.

EU LEGISLATORS AGREE PAN-EUROPEAN MULTI-MODAL FREIGHT NETWORK

European lawmakers have agreed on a new regulatory framework for the deployment of a multimodal and interoperable trans-European clean transport network across the EU territory by 2040.

Proposals include the widespread electrification of railways and the equipping of ports and airports with the infrastructure necessary for alternative non-fossil fuels. Hubs, placed at the main urban nodes of the different modes of transport, will ensure the delivery of freight and passengers to the last kilometres of their journey.

“Efficiency has gone through the roof.”

“Our technicians love the new Voice solution and would never go back to how we were working previously. The depot is now functioning much more smoothly, safely and efficiently”

Dominique Riquet (Radical Party, France), co-rapporteur of the European Parliament for the revision of the regulation on the trans-European transport network (TEN-T), said: “This agreement is a big step forward with regard to the objectives that we had fixed. Indeed, with this new framework for the trans-European transport network, we are creating the conditions for a shift towards more ecologically virtuous modes of transport, while stimulating the mobility of Europeans and the competitiveness of our economy.”

Renew Europe, a political group of liberal mayors in the European Committee of the Regions, said it had endeavoured to ensure that the logic of intermodality is guaranteed across the entire network so, for example, that each port integrated into the network is directly served by rail, as are the largest European airports. The 424 metropolises identified at the intersections of the network’s star routes must be benchmarks in terms of clean and multimodal transport by adopting a sustainable urban mobility plan.

Renew Europe also wanted to expand the regulations to new challenges, following the war in Ukraine and other security threats. Strategic sections of the trans-European transport network must therefore be compatible with the mobility of military vehicles so that they can circulate without hindrance and be deployed quickly if necessary. Likewise, the network’s most critical infrastructures must have their resilience strengthened in the face of climate change and be protected from terrorist and malicious attacks.

Renew Europe said it will ensure, during the ongoing negotiations concerning the revision of the Multiannual Financial Framework, that the budget allocated to the Connecting Europe Facility, the financial arm of the TEN-T, is sufficiently funded so that transport can assume its crucial role in pursuing the objectives of the European Green Deal.

and the largest model in the range offers a generous payload of up to 1,050kg for the pick-up and an impressive 9m3 for the cage body. With a vast array of body options, the Goupil G6 is suitable for various business needs and applications whilst delivering environmental and sustainable operations. Designed to fulfil everyday tasks, the 100% electric G6 comes with a 28.8kWh lithium battery providing a 93-mile range.*

Latest news and updates

Everything you need to know from the last two months

STUDY PROVES UPCYCLED REFUSE TRUCKS ARE THE GREENEST OF ALL

Lunaz models even beat fully electric equivalents. A Lunaz upcycled electric vehicle refuse collection truck saves 344 tonnes of carbon dioxide emissions compared to a new diesel equivalent, according to an independent study commissioned by the company. This is the equivalent of 245 flights from London to Los Angeles, or the weight of two 400-seat transatlantic commercial aircraft.

The Lifecycle Carbon Analysis (LCA), conducted by sustainability consultant Tunley Environmental, also found that a Lunaz vehicle saves 43 tonnes of CO2 when compared to a new all-electric model. This is equivalent to more than 30 London to Los Angeles commercial flights, or the weight of 13 private jets.

The study identified and quantified all sources of carbon emissions of a refuse truck. This includes the production, installation, use and end-of-life treatment of a Mercedes-Benz Econic refuse vehicle upcycled and electrified by Lunaz. It then

compared it to the figures for conventional diesel and all- new electric versions of the same vehicle.

In the Lunaz upcycling process, end- of-life diesel refuse trucks undergo a bare-metal restoration. The engines and associated systems are removed, recycled and replaced with Lunaz’ fully electric powertrains. Interiors are remodelled with upgraded ergonomics, materials and technology, improving safety and operator wellbeing.

However, upcycling not only gives a second life to diesel refuse trucks – after seven years, Lunaz will take the vehicles back and refurbish them again, with a third refurbishment possible seven years after that. The study, therefore, looks at the total CO2 emissions over three seven-year operating lifetimes. This is supported by a recent partnership with UK-based Altilium, in which a low carbon logistical solution is being developed for the safe transportation and discharging of end-of-life electric vehicle (EV) batteries.

Preserving the embedded carbon in the raw materials and initial manufacturing emissions up to the point where the vehicle enters service – known as ‘cradle-to-gate’ emissions – is where Lunaz offers such sustainability benefits compared to all-new models.

Lunaz founder David Lorenz said: “At a time when investment in sustainable technologies and solutions, especially around transport, is front and centre in the news and legislation, this report is a huge vote of confidence not just in our upcycling process, but in electric propulsion generally.

“This rigorous independent study shows our upcycled electric vehicles’ carbon emissions over their potential lifetime are substantially lower than their new diesel and electric equivalents. The extent of these savings is clearly impactful and a fantastic validation of our technology and approach, providing a clear path to value for our customers and sending strong signals to green technology investors who continue to be attracted to the Lunaz proposition”.

Latest news and updates

Everything you need to know from the last two months

MAJOR SNAG SET TO HIT GREEN VEHICLE HOPES

Price of metals used in battery production goes through the roof

The quest to move all vehicles – cars, vans and trucks – over to zero emissions technology was never going to be easy. Already, electric van and truck buyers have encountered problems of where to charge their vehicles and how many miles they can travel on a single charge, not to mention their extra front- end cost and the price of the electricity they consume.

But now an unseen problem is beginning to emerge – and it’s one that few seem to have anticipated.

Increasing demand for minerals used in electric vehicle batteries, such as lithium, nickel and cobalt, is pushing up prices massively and threatens to disrupt production as more and more batteries are needed.

The warning from industry analysts comes as lithium prices have risen tenfold to £61,000 a tonne since the start of 2021.

Bloomberg Intelligence, in its Europe Autos Outlook report, says that escalating battery costs and battery demand could be the industry’s next bottleneck after suffering problems with disruption from the semiconductor shortage.

To meet soaring global EV demand, the International Energy Agency forecasts the

sector will require 50 new lithium projects, 60 nickel mines and 17 cobalt developments by 2030.

Owen Edwards, head of downstream automotive at Grant Thornton UK, said: “It is not clear whether there will be sufficient supply of raw materials to satisfy demand.”

Tesla leads the way

Tesla has led the way in securing raw materials for batteries, but several manufacturers, frustrated by supply chain disruption, have recently stepped up their own efforts to secure resources by going directly to producers.

General Motors agreed to pre-pay Livent, a lithium mining group, £164m to secure supplies, while Ford is funding Liontown Resources to develop a lithium mine Furthermore, Stellantis has taken a £43m equity stake in Vulcan Energy Resources, which aims to produce lithium in Germany.

Mercedes-Benz, meanwhile, has agreed to buy future output from suppliers to help raise financing and has begun work on its own processing facilities.

Gap risk addressed

Mining expert Lenaig Trenaux said these moves addressed any risk of a gap in supplies.

However, she warned that the supply of raw materials remained a challenge and there was a need for further investment in the mineral sector to meet increasing demand. Investment also needed to be across the value chain, she said. “You have to extract the minerals from the ground, but you also need to process them before they can be put into a battery,” she explained. “Take lithium, for example. You have a lot of lithium deposits all over the world, but the processing capacities are mostly in China. It’s a challenge that needs to be addressed.”

Trenaux also highlighted how many of the minerals crucial to the chemistry of an EV battery are in challenging places, both politically and environmentally.

Three quarters (75%) of the world’s cobalt production, for example, comes from the Democratic Republic of the Congo (DRC). “It is not an easy country to deal with, so that’s another challenge,” she said.

Accelerating production will be key, but she explained this also needed to be done in a sustainable manner without ‘any shortcuts’.

Industry estimates suggest that the battery accounts for between 40-60% of a battery electric vehicle price, while 60% of the battery cost is estimated to be down to the minerals.

NIKOLA FOUNDER JAILED FOR FRAUD

Trevor Milton, the man who founded electric truck start-up Nikola has been jailed for four years for making false claims about “almost all aspects of his business.”

He has also been fined $1 million and had property confiscated.

Prosecutors claimed that Milton’s exaggerated claims lost investors a total of $660 million, In one instance, Milton allegedly claimed that a prototype of a hydrogen-powered tractor was fully functional, but it was really missing crucial parts and systems.

Milton stepped down as CEO in 2020.

Nikola’s innovative trucks use Iveco forward-control chassis-cabs, and the Nikola battery-electric truck has since been developed by Iveco into the S-eWay (see story on page 14).

backhousejones.co.uk

Latest news and updates

Everything you need to know from the last two months

IVECO LAUNCHES ELECTRIC TRACTOR…

A 4x2 battery-electric tractor with a range of up to 500 km has been launched by Iveco.

It features a dual motor e-axle produced by sister company FPT, which offers 480 kW of continuous power and 1800 Nm of torque on the S-eWay.

Use of an e-axle liberates chassis space that would normally be occupied by the powertrain to allow the fitment of nine batteries giving a total capacity of 738 kW/h. The batteries can accommodate fast-charging at 350 kW, allowing a charge to 80% of capacity in 90 minutes. They have been tested in ambient temperatures ranging from – 30 to + 50 C.

Six regenerative braking modes are available to the driver, who has two display screens to track the vehicle’s vital functions and who benefits from a truck-specific navigation system.

Iveco has also rejuvenated its electric van eDaily offering, with the option of a fourth battery on its 7.2-tonne 5100 mm chassis-cab variant. Output of the ePTO has been upped to 50 kW in electric and mechanical forms.

A variety of pay-as-you-use packages are available for operators.

…AND BOOSTS GAS OFFER AT LOWER WEIGHTS

CNG-powered engines are now offered across the Iveco Eurocargo range at gross weights from 12 to 19 tonnes.

The CNG-adapted 6.7-litre Cursor 7 engine is available in 220, 250 and 280 versions. As standard, they offer a claimed 10% reduction in CO2 emissions over the diesel equivalent, and this rises to up to 95% if biomethane-based CO2 is sourced. Operating range has been increased with the option of larger tanks.

Iveco has followed DAF’s lead in standardising on the ZF8-HP fully-automatic gearbox in the Eurocargo: both gas and diesel. This is said to yield fuel savings of up to five per cent over the predecessor manual ‘box. Allison’s 3000 fullyautomatic transmission remains an option, and is a popular fitment for specialist applications.

ACCELERATE CHANGE

DECARBONISE THE FUTURE DROP BY DROP Gd+HVO ENHANCED BIOFUEL IMMEDIATELY REDUCES CARBON EMISSIONS BY UP TO 90%

Where now?

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

Now the dust seems to have settled following the announcement of changes to the ZEV Mandate, those of us in the supply chain now have time to concentrate on delivering our target figures.

Assuming, of course, that in 2024 there are enough customers willing to purchase new EV products across all marques to ensure OEMs will avoid paying fines. It also assumes that no OEMs decides to defer their missed registrations in 2024 and move them into 2025, when of course not only does the percentage increase from 10% to 16%, but the potential fines double back up to their originally stated £18,000 per unit.

So where now in the planning and strategy of the supply chain?

The direction of travel is now crystal clear in terms of what we need to do and by when, but with a customer base under increasing fiscal and operational pressures, reaching those who have both the desire and the

financial capabilities to move to EV will not be easy.

The one thing we have seen is the decision-making time on a new purchase has increased significantly, and you can understand why for those who are considering their first EV purchase. Alongside vehicle testing and evaluation to prove the viability, there is infrastructure to consider, and how this fits into their operation. All of this takes much more time than ordering another ICE vehicle.

Add into the mix the need to get the converters and body builders more aligned with their capacity to build faster and you can see that all OEMs could be facing an array of bottlenecks in 2024 and beyond.

So what are the next steps?

With Euro 7 coming in during 2025, it is evident that the ICE engine is not yet dead and many will look to this as a way of carrying on with traditional technology. But at what cost? Certainly the expectation for Euro 7, developed to meet the stringent demands on CO2 and NOx, is that it will be a more expensive product in pursuit of ever cleaner emissions versus the Euro 6 Step E engines. The key question is how close costs will be compared to a discounted EV especially if more Emission zones become a reality and penalising the ICE engine? Will we then see true parity on capital cost across the board? And if so, will there be any need for people to opt for ICE or might they migrate across to EV?

“As

an industry, we need much more financial

support from Government”

What may keep people purchasing ICE Euro 7 include the failure of EV infrastructure to keep up, the battery range required for certain operations and EV residual value uncertainty. While it is good to see that the Government has now issued a statement calling for evidence into what role low carbon fuels and associated technologies may play in the transition for heavy good vehicles, the business world needs to have the certainty of fiscal survival and for that to be a reality. As an industry, we need much more financial support from Government, as the facts of the matter are that no business is just going to swallow the fiscal losses nor extra cost burden just to meet targets.

Costs for private businesses going EV will undoubtedly be passed on to the consumer, with higher prices for goods and services, from the weekly shop to tradespeople working on your home or business. Such inflationary pressures have the consequence of potentially slowing vehicle replacement programmes down as people put off the decisions to transition to EV until it is absolutely necessary.

For the transition to happen at an orderly pace everyone needs to consider what their strategy looks like, from Government to operator.

For the operator, it may be looking at how they can deliver goods in a different way, such as using e-Cargo bikes at one end of the scale through to electric or hydrogen tractors at the other via a regional distribution hub approach shared with other logistics businesses, and cooperation for charging infrastructure like that at Welch’s Trasport in Duxford, which already provides 150kW truck charging capability for any passing operator.

For the OEM and Dealer it will be about educating the buying public at the right pace with the right products and the right people who are fully EV trained. It may even require a different OEM and Dealer relationship in terms of how best to serve the buying public and how to provide the right levels of service and procurement choices.

From a Government perspective, if they want the public sector to continue to drive change as it has been successfully doing in recent

• Grahame Neagus

times, we need to stop the endless cuts in transport budgets for councils up and down the country. Too many times recently I have heard public sector operators say they want to buy more EV products as a result of budget cuts have had to make the difficult decision of either buying reduced volumes of EVs, or opting for modern ICE vehicles just to maintain the fleet profile and numbers.

I recently had the pleasure of being invited to address 150 university students all undertaking their Masters degree in Logistics and as I pointed out, they are all entering the sector at a hugely fascinating time with so much change and growth ahead of them. Their fleet makeup in the years ahead as they drive industry forward will be very different to that in 2023.

It’s a challenging situation wherever you are within the chain, selling or buying, yet we must all work together to make the seismic shift. None of us can do this on our own, we must move forward collectively. Careful strategic planning at all levels is crucial, and we need to start now to ensure an orderly transition.

Turning and burning

Recording greenhouse gas emissions is probably not top of the to-do list for most small and medium fleets, but it is none-the-less something that should now be on the radar of most transport enterprises. Words: Richard Simpson

Recording an

organisation’s output of greenhouse gas (GHG) may one day become just as routine as filing financial accounts at Companies House, as the UK’s Government seeks compliance with the International Sustainability Standards Board through the GHG Protocol: a body which says it “supplies the world’s most widely used greenhouse gas accounting standards.”

GHG Protocol assigns an organisation’s GHG (which includes not only CO2 but methane and other gases) output into one of three categories: titled Scope 1, 2, and 3.

Scope 1 covers direct emissions from an organisation’s owned or directly-controlled sources, while Scope 2 covers indirect emissions from purchased energy.

So, a company which had premises heated by oil, but lit by electricity, would count the direct emissions from its heating boiler under Scope 1 and the indirect emissions from its use of electricity from the National Grid for lighting under Scope 2.

If that company ran a vehicle fleet, then the GHG released by fuel consumed by internalcombustion-powered vehicles would count under Scope 1, while emissions from the generation of electricity used to charge electric vehicles would count under Scope 2.

At the moment, only the very largest organisations in the UK report their Scope 1 and 2 GHG

emissions. But the net will be cast far wider as Scope 3 emissions come into focus. Scope 3 covers all GHG emissions not included in Scope 2 that are created in the organisation’s value chain.

This includes emissions from suppliers of material, and providers of services, including road transport. Therefore, the large organisations will be required to report not only their scope 1 and 2 emissions, but also those of their suppliers and providers.

At the moment, just a few large organisations do this, and it is done on a voluntary basis. But, significantly, the Government was consulting on the costs, benefits and practicalities of casting the Scope 3 net wider as DNZ went to press. Widening Scope 3, and introducing a level of compulsion would mean that many small and medium-size enterprises, including transport providers, would find their work for companies reporting GHG emissions falling into Scope 3. This would oblige them to record at least some of their own Scope 1 and 2 emissions.

Why is this happening?

The official Government line is: “The framework aims to increase awareness of energy costs and emissions within organisations by providing them with data to inform the adoption of energy efficiency measures and help them to reduce their

“For the first time, large organisations will have a real incentive to help their transport suppliers invest in low-carbon technology”

impact on climate change. It also aims to provide greater transparency and consistency of disclosures for investors and stakeholders to enable them to hold businesses to account.”

Which sounds harmless enough. However, it is an open secret that the Treasury faces a significant and growing gap in its revenue as road users switch from fossil fuels to electric power. The UK’s Office for Budget Responsibility expects fuel duties from petrol and diesel to raise £24.3 billion in revenue for the Government in the current financial year. That’s 2.3 per cent of all tax receipts, 0.9 per cent of national income, and equal to £876 per UK household which will have to be made up by imposing other taxes.

It can easily be argued that it would be entirely fair to phase out reliance upon fuel duty on petrol and diesel as use of these fuels declines, and impose it instead on the output of greenhouse gases. The only problem is calculating and accounting for all the greenhouse gases emitted: which will be a very complex issue given that some Scope 2 and 3 emissions may even be produced abroad in nations which may or may not have taxed them already anyway.

Some aspects of GHG production are easily calculated. For instance, a litre of diesel burned produces 2460 grams of CO2. This figure is reached by first establishing the mass of a litre of diesel: 845 grams. Diesel is 82.6 per cent carbon, so there is 720 grams of carbon in a litre of diesel. Converting this carbon into CO2 will take 1920 grams of atmospheric oxygen. So we add 720 to 1920 and arrive at 2640. Simple!

So that’s the Scope 1 emissions from diesel sorted. But Scope 2 and 3 have still

to be added. That will include the CO2 emitted during oil exploration, extraction, transportation, refining, and delivery.

Switching to ‘renewables’ does not necessarily get us out of the woods. For instance, the massive Drax thermal power station in North Yorkshire was originally built to burn coal mined from the adjacent Selby coal field, and it produced 4000 MW of power: meeting around seven per cent of the UK’s total demand for electricity. It has gradually been converted to renewable fuel: biomass. It now claims to produce 11 per cent of the UK’s renewable power. The argument for this is that the carbon dioxide released has only recently been sequestered from the atmosphere by plants, and the plants grown to replace those burned will absorb the CO2 emitted by incinerating them.

But the argument against is that most of the fuel burned (wood pellets) originates from the felling of temperate rain forest on the western seaboard of North America. This wood is then trucked across the continental USA to the east coast where it is dried, crushed and formed into pellets, loaded onto bulk carriers, taken on a 21-day voyage across the North Atlantic, then transported by train inland to the Drax facility. The CO2 emissions from these processes obviously must be included in Scope 2 and 3 calculations. When the pellets are burned, they actually produce more CO2 per kW of electricity out of the power-station’s stacks than the locally-mined coal used to!

It follows then that all this will have to be taken into account when the Scope 2 and 3 figures for charging an electric vehicle are required.

Such complexities are probably well beyond the understanding of the average politician: the ongoing Covid inquiry has revealed just how weak their grasp of basic science, statistics, and even common-sense is.

Opportunities and threats

But we can nonetheless expect to hear more and more about the recording of Scope 1, 2 and 3 GHG emissions. This is both a threat and an opportunity for small and medium-size transport enterprises. GHG emissions recording is being introduced from the ‘top down’, and large enterprises will no doubt be challenging their transport contractors to reduce their own Scope 1 emissions so the large enterprise can record lower Scope 3 emissions.

This provides the transport enterprise with an opportunity to demand premium prices for lower emissions: whether this be using more expensive biofuels such as HVO in existing vehicles, or switching to alternative fuels such biogas, or replacing ICE vehicles with battery-electrics. For the first time, large organisations will have a real incentive to help their transport suppliers invest in low-carbon technology. It will be interesting to see how they react.

• Using a battery-electric truck will reduce Scope 1 GHG emissions to zero

• Switching to biogas-powered vehicles can cut CO2 exhaust emissions by 90 per cent

• How green was my valley: Drax now burns renewable biofuels, not coal, to produce electricity

Sapphire helps Sunswap’s maintenance service to shine

Sapphire Vehicle Services has been announced as the new maintenance provider to innovative solar-powered transport refrigeration unit manufacturer Sunswap.

With more than 15 years of experience maintaining thousands of vehicles, and a roster of over 200 highly skilled technicians, Sapphire offers industry-leading expertise that will ensure Sunswap customers receive best-in-class service.

Under the terms of the agreement, Sapphire will provide Sunswap’s regional aftermarket service across the East of England, from its extensive vehicle maintenance unit and mobile service network.

As an F-Gas-accredited and SafeContractorcertified supplier, Sapphire is ideally

equipped to service Sunswap’s cuttingedge electric transport fridges, trailers and integrated solar arrays. Sapphire will provide a one-stop shop service allowing Sunswap’s solar panel-topped trailers and Endurance TRUs to be serviced in one go. This streamlined approach will help to get vehicles back on the road faster and reduce downtime.

Sapphire will also manage Sunswap’s stock logistics, which involves transporting parts to help maintenance run smoothly, thereby maximising the uptime of Sunswap’s transport fridges.

Further to this, Sapphire will assist with Sunswap’s busy trial service for prospective customers, maintaining demo units and moving Sunswap trailers between fleets.

Sunswap Head of Aftermarket Ashkan Zadeh said the partnership would strengthen nationwide aftermarket coverage and ensuring customers have access to expert service across the UK.

“It’s brilliant to have Sapphire as a key maintenance service provider, they have a highly technical team with a focus on quality and customer satisfaction, which will ensure we keep our customers on the road throughout the year,” he said.

Sapphire’s Group Commercial Manager Grant Tadman added: “We are proud and excited to be working with Sunswap. It’s great to know that our technicians are supporting clean technology that decarbonises the cold chain, and subsequently helps to move the logistics industry forward.

SUPPORTING THE UK TRANSPORT WITH ASSET FINANCE

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Views of the small business owner…Transport

Close Brothers Asset Finance surveys around 1,000 small and medium-sized business owners three times a year across our key sectors, asking them a variety of questions on a range of subjects. This is what they had to say on climate change and artificial intelligence…

CLIMATE CHANGE

• 38% (UK: 45%) of firms believe climate change presents a risk to their business; 51% (UK: 43%) do not, and the rest are unsure

• Despite this, 72% (UK: 77%) feel it’s important to adapt their business to the effects of climate change

• 54% (UK: 59%) would consider implementing a policy where their team cannot work above a certain temperature, for example, 35C

For

ARTIFICIAL INTELLIGENCE

• Transport SMEs are still largely unsure about the level of impact AI will have on their business:

• 35% (UK: 41%) of firms are looking to incorporate artificial intelligence into their business processes; 45% (UK: 40%) are not and the rest are unsure

• 34% (UK: 42%) feel the rise of artificial intelligence will lead to large scale job losses in the sector; 49% (UK: 43%) don’t agree and the rest are unsure

• Despite this, 40% (UK: 46%) feel artificial intelligence presents opportunities for growth and employment in their sector; 43% (UK: 36%) do not and the rest are unsure

please visit closeassetfinance.co.uk/transport

Capital Gains

In July this year DAF and Cenex, the non-profit research and consultancy organisation, entered the EV Rally with a DAF LF Electric. Now in its third year, the EV Rally has grown in distance, duration and number of entrants, and 2023 was the first one to see electric trucks take part.

Words: Phil Moon

The EV Rally 2023 covered over 1200 miles and passed through the five countries of the British Isles in five days, starting in Cardiff before travelling through London to Edinburgh and crossing the Irish Sea to Belfast before taking a circuitous route to Dublin.

As well as demonstrating the capabilities of electric vehicles and testing the strength of the recharging network for electric vehicles including trucks, the EV Rally was an opportunity for DAF and Cenex to promote the Battery Electric Truck Trial (BETT) and its findings. For that reason, the truck chosen to join around 50 other electric vehicles for the event was one of the BETT LF Electric vehicles on secondment from the Trial; a 19t GVW example with PACCAR box van body and tail-lift, specially liveried up for the rally.

DNZ magazine caught up with Phil Moon, DAF’s Marketing Manager who, along with a team from DAF and Cenex, accompanied the LF throughout the EV Rally.

Taking one of the BETT LF Electric trucks on the EV Rally seemed like a fun idea from the word go, Phil recalls. It also seemed like a challenge, but it wasn’t

until we got into the detail of range capabilities versus daily distances, that we started to understand how much of a challenge recharging would be. Delivering electric trucks to customers or events is generally easily achieved with a mobile AC charger – capable of up to 50 kW - based at a DAF Dealer, but it was clear that we would want to use 150 kW DC chargers whenever possible to avoid lengthy charging sessions; especially on the first two days of the event when we would be covering more than 300 miles (500 km) per day. (It’s worth remembering that most distribution trucks of this type wouldn’t normally cover so much ground in one day, and the average daily distance for the BETT trucks is less than 100km). And we didn’t know whether we could actually get a truck onto any of the public DC chargers en route, which are designed with cars in mind, maybe vans at a push.

Despite these concerns, enthusiasm from within both DAF and Cenex was high and, with the opportunity to showcase the LF Electric, as well as bring more attention to the Battery Electric Truck Trial, the decision to participate was made.

Grazing

The uncertainty around charger point access for the 9.1 metre long and 2.5 metre wide LF meant we adopted a ‘grazing’ strategy for charging; picking up a charge whenever convenient rather than trying to ‘stretch’ the vehicle range to its maximum. Although multiple smaller charges can add to the overall journey time, this approach meant we never really suffered from range anxiety, and the shorter breaks seemed to pass quickly as we grabbed a snack and were soon on our way again. When we did run a whole day without a top-up on day four in Northern Ireland, the inevitably long charging time was not only frustrating for us but also for the other rally teams who cont.

“With an effective battery capacity of 254 kWh the LF Electric could, in theory, have covered over 330 km that day”

were trailing us on the day! (It’s worth mentioning here that charging stations aimed at drivers on longer journeys really ought to have refreshments and toilets to make for a pleasant wait and to avoid having to nip behind the shrubbery).

It’s a squeeze

In the event, we were fortunate to be able to squeeze the truck onto charging bays, helped by the comradery of other EV users who were always willing to make a bit more space for us – although I’m not sure they’d be so accommodating if seeing a big electric truck wasn’t such a novelty! Or if there was a queue of them! It was obvious, however, that life for drivers of larger EVs – not only trucks, but also vans, and cars towing trailers - could be made much easier with some easy adjustments to the charger station design. With slightly wider and longer bays, longer cables capable of accessing both sides of the vehicle, and higher canopies, stations designed primarily for cars could support the deployment of electric trucks. Ultimately, the goods transport sector will need a dedicated infrastructure but, in the same way some local petrol stations have an HGV-specific diesel pump with a bit more space around it, so too could charging stations. Identifying such large-vehicle accessible chargers in the many apps available would complete the picture.

On days two and three, we included charging stops courtesy of BETT participant YPO in Wakefield and First Bus in York and then in Glasgow. These charger installations designed with trucks and buses in mind, are great exemplars of what could be achieved by logistics companies looking at electrification of their fleets. In Glasgow, we saw how simply wrapping the cables in a high-visibility sheath makes them easy to see and avoid

We need to share such knowledge and experience, and by opening such facilities up to outside users, utilisation can be extended around the clock as most buses are out on their routes during the day.

Hypermiling

Despite shorter daily distances on the island of Ireland, the recharging strategy was no less considered, as the charging network there is much less mature. Day four saw us take on the scenic and rural roads around Northern Ireland without recharging until close to the end of the day in Newry. Focussing on efficient driving and making full use of regenerative braking through the rolling countryside saw us achieve our most fuel-efficient day, achieving 1.33 km/kWh. With an effective battery capacity of 254 kWh the LF Electric could, in theory, have covered over 330 km that day, but we should admit that an aversion to customs paperwork meant we were unladen throughout the rally.

As Dublin neared, we’d become rather blasé as the LF continued to perform without a hiccup and we’d become more confident in being able to find suitable charging. There were issues connecting to some chargers, but our ‘grazing’ strategy meant we had plenty in reserve to handle any slight diversion to cont.

• The almost silent driveline makes for a quiet and relaxing driving experience.

an alternative. Of course, drivers on regular routes become accustomed to where and when to charge, and although electric truck operation certainly demands planning, that’s part and parcel of modern-day logistics and with opportunity charging at collection and delivery points a real possibility, even longer daily routes needn’t mean bigger batteries. And that’s a big consideration as batteries not only make up a lot of the additional cost of electrics, they also take up chassis space and eat into vehicle payload.

The EV Rally met its key objective of showcasing electric vehicles of all types; the two participating trucks certainly seemed to grab their share of the attention. We’d decided early on that to capitalise on the event we wanted to involve as many people as we could from within the DAF team. To share our story and, in so doing, to raise awareness of BETT, we also had a small support team including both DAF and Cenex team members, and we hooked up with videographers along the route. This enabled us to produce content for social media and to share it almost immediately. With the combined voice of all rally participants, it felt like we’d taken over the social media airwaves for the duration of the EV Rally, and the conversations continue. Job well done! Oh, and it was fun too.

BETT TRIAL

In June 2021, DAF Trucks was awarded funding from Innovate UK to deploy 20 electric trucks in public sector fleets across England between April 2022 and September 2023.

The trucks on trial are DAF Electric LFs which have a range of up to 175 miles on each battery charge and can be rapid charged at 150 kW for quick turn-around between shifts, or charged overnight using the onboard AC charger.

A key focus of the research and study aspect was to develop a website and a tool to promote and educate fleet owners on electric truck adoption. This website is designed to highlight learnings from the trial to help remove barriers to the adoption of electric trucks.

The Live Data Dashboard provides up-to-date summary information from the trial so you can see top-level trial statistics, such as total miles travelled, energy consumption, and vehicle range.

For more information and to see for yourself how the BETT trucks are performing go to https://bett.cenex.co.uk/

• Mondello Park

• Belfast

Continental retreads

Opting to run on retreaded tyres is one of the best ways for a transport business to demonstrate its green credentials given their environmental benefits.

Words: Steve Banner

Continental points out that up to 85% of the content of each of the retreads it makes consists of recycled and renewable materials. That equates to a saving of up to 55kg of oil, rubber and other constituents when compared with a new tyre made from scratch.

Furthermore, a retread generates up to half the CO2 emissions that are generated when a new tyre is built, says the global tyre and automotive components giant.

The more its customers opt for retreads, the more likely it is that Continental will be able to realise its own environmental ambitions. It is aiming for 100% carbon neutrality group-wide by 2050.

By that stage its tyres should be made 100% per cent from sustainable resources as part of a programme which should result in none of the tyres it controls going to landfill by 2030.

All the leading tyre manufacturers are heading in the same direction.

Sustainable materials being worked on across the industry include silica made from rice husks and polyester recycled from old plastic bottles and other plastic waste. Carbon black is being

“You can tell if a tyre has been run under-inflated because you get a mottling effect”

recovered from tyres that have reached the end of their working lives and can no longer be retreaded.

Continental has become well-known for exploring the use of the humble dandelion as a source of natural rubber. Dandelions are ubiquitous, easy to grow and keep coming back year after year.

One of the key material savings so far as retreading is concerned involves the re-use of the steel used to construct the tyre’s casing says Tony Mailling. Continental’s head of hot retread production for Europe, the Middle East and Africa, he is also plant manager for the ContiLifeCycle retreading plants at Ivybridge in Devon and Stocken in Germany.

“Steel manufacturing is energy-intensive, and contributes significantly to a tyre’s environmental impact,” he comments. “When we retread tyres, we don’t need to add any new steel.”

Continental acquired the Ivybridge factory when it bought well-known UK retreader Bandvulc in 2016. Since then it has invested £1.5m annually in the site, which has become one of the most automated and productive facilities in the sector.

A retreading technical innovation hub which is continuing to develop and produce Bandvulc products alongside the ContiRe retread line-up, the West of England plant retreads 3,500 to 4,000 tyres a week.

It takes in around half a million worn tyres annually with the aim of giving them a second life.

• Robotics preparation pick and place

Before they are reincarnated however they have to undergo an intensive inspection to see if they are suffering from any defects.

Around 30% are rejected almost instantly because they have been too severely bashed and battered about in service while a further 10% fail to make the grade because faults are spotted as retreading starts to take place. Around 1% to 1.5% may be unable to pass the final quality checks.

The inspection is internal as well as external.

“Shearography is used as it’s impossible to see any issues lurking under the surface,” says Mailling. “This works like an ultrasound scan, analysing the tyre’s core structure.

“If a problem is found then the tyre will be rejected and recycled,” he adds.

Around 34kg of the rubber dust removed from scrapped tyres is re-used. “It will often find its way into carpet underlay or playground matting,” he says.

More tyres could be retreaded if transport firms paid closer attention to maintaining tyre pressures at the right level. Continuous underinflation wrecks tyres from the inside, rendering them incapable of sustaining a second life and potentially leading to a sudden failure.

“You can tell if a tyre has been run underinflated because you get a mottling effect,” he remarks. “It changes colour.”

Front steer axles are not usually shod with retreads. However this is not because of worries that they will be unable to perform in this role given the degree to which product quality has improved over the years.

It is because retreaders need a steady flow of tyres that have not been retreaded before. Wearing out more quickly than drive-axle tyres, steer-axle tyres can help meet this need.

Ivybridge concentrates on making tyres using hot-cure technology.

Once the old tread has been taken off the tyre’s casing new tread rubber is applied in a bead-to-bead process which includes

“demand for retreads is in part driven by price. Premium retreads typically cost 35% less than their brand-new premium counterparts”

the renewal of the tyre’s sidewalls. The same profiles and rubber mixtures found in a factory-fresh tyre are employed.

The tread is then moulded on in one of 54 heated presses for 60 to 90 minutes at a temperature of from 120 to 160 degrees C.

Mailling stresses that operators who choose retreads need not fear that their on-highway performance will be disappointing.

Continental’s ContiRe EcoPlus HT3+ 385/65 R22.5 retread trailer tyre can deliver a cut in rolling resistance of up to 20% per cent, he says. That means lower fuel consumption and reduced CO2 emissions.

ContiRe retreads are based solely on Continental casings.

Making up some 80% of Ivybridge’s output, Bandvulcs are based on casings from other premium manufacturers. They too bring benefits, Mailling contends.

Designed for trucks on waste management work, Bandvulc’s Wastemaster for instance features visual indicators which should alert drivers to damage caused by kerbing when they carry out their daily walkaround checks. Stones which might otherwise be jammed in the tread, wear it away and potentially puncture the tyre are jettisoned by specialised tread grooves.

The demand for retreads is in part driven by price. Premium retreads typically cost 35% less than their brand-new premium counterparts says Continental; a valuable saving for operators battling with tight profit margins.

They should not think that retreads are second-best however insists Mailling. “Where once there were misguided doubts about their quality, today the science, technology and engineering know-how involved in the retreading process makes it easily one of the most advanced areas of tyre production,” he says.

“The reduced cost does not translate into a lack of quality or innovation.” end

• Hot retreading vulcanisation

• Tony Mailling

Mercedes-Benz eMobility

The arrival of the recently launched eActros 600 tractor unit means Mercedes-Benz Trucks now offers a comprehensive line-up of battery electric vehicles to hauliers in the UK – but that’s not all.

With a full ecosystem of EV-specific support systems, operators can be sure they will be given all the help they could wish for when making the switch to emissions-free road transport.

Head of Future Sustainability James Venables said: “We support operators on their journey to CO2-neutral transport, providing a full suite of products and services to help our customers run their truck to their very best; reliably and efficiently, maximising uptime and revenue and keeping the world moving.”

One operator making good use of the eActros is The Drinks Club, which operates a 19-tonne eActros 300 model

in London. Managing Director Stuart Randall said: “The eActros is far more pleasant to drive than a diesel truck. It’s quiet and smooth but also has excellent and immediate power delivery, so is very easy to pilot among city-centre traffic. Energy efficiency is highly impressive too.

The team reports that, on our typical 45mile daily run, we’re only using around 10-15% of a full charge to complete the route.”

The Mercedes-Benz electric truck range includes eActros 300, 400 and 600 rigid and tractor unit models, with battery capacities – and therefore range capabilities – to suit a wide array of applications. The eEconic, meanwhile,

is ideally configured not just for refuse collection but for a wide range of other work in the urban environment.

James Venables added: “All our Dealers are fully qualified and eTruck-ready, while our team of eConsultants can provide detailed advice and assistance on all aspects of electric truck operation, from charging infrastructure to a range of digital services to increase utilisation and optimise the total cost of ownership. In addition, our captive finance house, Daimler Truck Financial Services, offers holistic funding solutions to support the transition to eMobility – these include vehicle acquisition, repair & maintenance and charging infrastructure.”

“All our Dealers are fully qualified and eTruck-ready, while our team of eConsultants can provide detailed advice and assistance”

In eActros 300 models, three battery packs provide a total installed capacity of 336kWh, which in turn translates to a range of up to 330km (205 miles). Meanwhile eActros 400 variants have four batteries allowing up to 400km (249 miles) of range.

The eActros 600 is the brand’s first long-haul electric truck, with the ability to travel up to 500 km on a single charge thanks to its 600 kWh of usable capacity.

The eActros and eEconic are designed as electric trucks from the ground up. Each has two motors located within the rear eAxle. With no prop shaft, batteries are mounted low down which translates into improved driving.

Currently available as a single model, the 27-tonne GVW eEconic 300 has a 6x2 configuration with rear-steer axle, and is fitted with three battery packs, for a total installed capacity of 336kWh.

Mercedes-Benz Trucks Head of Special Trucks, Ross Paterson, said: “We’re very excited about the arrival of the eEconic. This important model shares all the key features that have made the diesel-powered Econic so popular with urban operators – including the low driving position, ease of access and excellent visibility, which helps it qualify for a Direct Vision Standard rating of up to five stars, depending on specification.

“To that mix, though, it adds the advantages of a flat floor and super-efficient electric drive line – with smooth, near-silent performance, ease of use, and zero tailpipe emissions. The large battery pack allows it the flexibility to tackle rural work, with long distances and fewer stops, or intense city-centre operation where more of the battery’s reserve is used to power the compactor. We believe it’s already capable of covering 90% of refuse collection rounds across the UK.”

• James Venables

Bridgestone and Webfleet working overtime to make significant savings for fleets

• Bridgestone and Webfleet teaming together to offer vital savings for fleets

• Money-saving solutions being rolled out through variety of online solutions

• In-depth cost of living study underlines need to support commercial customers

Bridgestone and Webfleet are working overtime to prove their worth to commercial fleets across the UK, with four money-saving solutions now in place to ease their financial pressures.

Both businesses have left no stone unturned in understanding their customers’ challenges right now, having commissioned an in-depth study to gain an insight into their needs amid the current economic landscape.

The research, which can be viewed here, is one of the most in-depth studies commissioned by Bridgestone and Webfleet and gives an invaluable glimpse into fleets’ financial concerns and the difficult decisions being considered as a result.

It was conducted amongst more than 200 UK fleet decision makers (through online polling by research consultancy Perspectus Global), in an attempt to appreciate the economic landscape from their unique perspective and how they plan to navigate their way through it.

Some startling statistics emerged, including 85% of commercial businesses admitting to being tasked with cutting fleet spend. More than a third of HGV operators (36%) think they will contract, while unsurprisingly, the biggest cost increase for fleet operators right now is fuel, at 69%.

Bridgestone and Webfleet recognise these challenges and have created four online tools to lighten the load.

And to complement this further, Bridgestone is inviting businesses to speak to one of its specialist commercial consultants for a free consultation and fleet audit, where potential savings can be brought to life.

Bridgestone and Webfleet’s four support solutions are:

1. Access to an in-depth Duravis and Ecopia research study with Coventry University to calculate the fuel savings that could be realised by operating on both products

2. Webfleet savings calculator, where cost reductions are outlined in just a few seconds

3. Webfleet solution advisor offering fleet efficiency improvements with datadriven insights

4. Keeping you on the Road downloadable e-books, where valuable insights and tips are given about tyre maintenance and best practice advice.

David Almazán, Bridgestone’s Commercial Business Unit Director, Bridgestone North Region, said: “We want commercial fleets to know that when it comes to the cost of business crisis, we not only hear them, but we are here to support them.

“We know of the business and economic challenges that they are facing right now and we know how resilient fleet operators are, not least in the wake of the Covid pandemic.

“We are here to support them and provide them with solutions to ease their financial pressures, along with any stress and anxiety associated with their daily operations.”

Bridgestone’s cost of business solutions represents a major part of its mission to continue to provide social and customer value as a sustainable solutions company toward 2050. Retread also embodies Bridgestone’s E8 Commitment – a set of eight areas (Energy, Ecology, Efficiency, Extension, Economy, Emotion, Ease, Empowerment) which provide a compass and guides Bridgestone to do business in a sustainable way. The commitment to retread aligns perfectly with the “Efficiency” value in the E8 philosophy.

For more information on Bridgestone and Webfleet’s cost of business research and package of support measures, visit https:// www.webfleet.com/en_gb/webfleet/lp/ cost-of-business-squeeze/

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