S U S T A I N A B I L I T Y - E N E R G Y - E N V I R O N M E N T - F U E L S
E
ROAD TRANSPORT
ISSUE 15
LEADING THE CHARGE Trucking the Greenfleet EV Rally DAF diesel decarb
Funding boost needed
Maxus e-van test
Welchs on charge
NORTHVOLT CRISIS • DFDS VOLVOS IN UK • HEAVY MAN MOVES • GAS BEATS DIESEL
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Welcome to issue 15 of Destination Net Zero
Look East, or go West No one should be surprised by the news that Northvolt, the last hope of the European electric vehicle battery industry, has sought protection from its creditors by entering insolvency proceedings in the USA. The brutal fact is that China is decades ahead of the rest of the world when it comes to current lithium-ion battery technology. Successive Chinese Five Year Plans (yes they do still do those) from 2001 onwards set out a path by which China would first corner the market in the materials needed to produce the batteries, then perfect the technology used to design and build them, and finally launch a wide variety of vehicles built around them. Northvolt, which used technology and machinery acquired from China, and hired Chinese staff, was only ever going to be able to offer a ‘me too’ product: but one built on a relatively small scale in a high-cost environment. MAN, which uses Chinesedesigned CATL batteries that it assembles in Germany, is now miles ahead of its Traton stablemate Scania, which was wedded to Northvolt, on the BEV pathway. Northvolt depended upon funding from its customers, primarily Europe’s vehicle manufacturers, who now find themselves short of time and money in getting to grips with the challenge posed by China’s mighty EV sector. And here in Europe, we are only just starting to wake up to the sheer size of
that challenge. In the bus market, we see a grim realisation that anything we can make here has already been rendered obsolete by products from Chinese OEMs including BYD and Yutong. Our automotive sector has long been distracted by the periodic magic shows put on by Elon Musk and Tesla, where rather more is promised than delivered, and failed to notice the technical advances coming out of China. Recent examples of Chinese wizardry include the Golden Battery, found in the Zeekr 007 car. Zeekr is part of the Geely Group (which also owns Volvo Cars). The 75kWh Golden Battery uses lithium iron phosphate technology and can be charged from 10 to 80 per cent capacity in under 11 minutes on the 1000kW ultra-fast chargers that Zeekr is rolling out across China. That equates to 300 miles range acquired in under 15 minutes. But fast-charging itself may become unnecessary. China is pioneering swappable batteries in vehicles, including a standardised product that is interchangeable between trucks produced by all five of the nation’s major manufacturers. Europe, meanwhile, is torn between vigorous legislative demands for net zero road transport, and a distinctly apathetic approach by government to installing suitable infrastructure: especially when it comes to dedicated facilities for heavy trucks and passenger coaches.
To any neutral observer, the position taken by European governments (including our own) appears a strange one. It appears that demand for BEVs is to be driven by throttling the supply of ICE vehicles, with consequences that are becoming apparent from the announced closure of the Stellantis van factory in Luton. The loss of 1000 relatively well-paid jobs is just collateral damage, and there are many more jobs to go in Germany at VW, and across the UK and EU at various component suppliers. However, letting in affordable and efficient Chinese products without punitive tariffs is also a no-no, at least in the EU, where large ‘native’ manufacturers can still pull strings with their respective national governments. Investment in sustainable electricity generation, distribution, and charging is lacking across most of the West, yet the OEMs are still expected to build and sell increasing numbers of commercial BEVs that are more expensive and less productive than their diesel counterparts. What is surely needed is for Europe to take a leaf or two out of China’s book. OEMs should be encouraged to co-operate in producing interchangeable and detachable vehicle batteries, and R&D efforts should be devoted to getting Europe ahead of the game by developing technologies such as solid-state batteries which are potentially cheaper, safer and more efficient than the current products. Matthew Eisenegger, Publisher
issue 15 | destination net zero 3
Contents E
6, 7, 8 & 9 News DAF and Renault tackle VECTO DFDS electric Volvos MAN heavy e-truck in service China cooks with gas
INFORMATION 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
14 – 15 Thought Leadership Why local authorities need to take the lead on EV
ADVERTISING Advertising Sales: David Johns Telephone: 01388 517906 Mobile: 07590 547343 Email: sales@cvdriver.com DESIGN Art Editor: Harold Francis Callahan Telephone: 01257 231521 Email: design@cvdriver.com
16 – 21 Leading the charge Fun and games on the 2024 Greenfleet electric rally
CONTRIBUTORS Steve Banner Amy Carter Grahame Neagus PUBLISHED BY Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521
24 – 27 Road test Driving the Maxus eDeliver 7
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. © 2024
If you are not going to keep this magazine for future reference please pass it on or recycle it.
4 destination net zero | issue 15
28 – 31 Welch Group’s 90-year milestone Renault Trucks E-Tech T tractor hits the road Logo needs to be 240mm wide Logo should start 140mm below the bottom of the collar DESTINATION needs to be in white
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The Volvo Aero range. Extended efficiency. With extended cabs streamlined for energy efficiency, the Volvo Aero range is another leg on our journey towards zero emissions. Trucks designed to take you further and to make a difference to your bottom line. The Volvo Aero range is available with electric, gas or diesel powertrains and loaded with innovative features to maximise performance. Your efficiency. Extended. Contact your local Volvo Trucks dealer or visit volvotrucks.co.uk
Volvo Trucks. Driving Progress
Latest news and updates Everything you need to know from the last two months
DAF AND RENAULT TRUCKS TAKE LATEST DECARBONISATION STEPS Truck manufacturers DAF and Renault Trucks have announced changes to their vehicles to bring them into line with the EU 2025 VECTO targets of a 25% reduction in carbon emissions from a 2019 baseline. DAF has made major changes to its MX-11 and MX-13 engines (370 to 530 hp), which now incorporate Miller timing, which holds the intake valves open for longer than normal on a conventional engine. This reduces intake air temperature, making it denser and increasing oxygen content without increasing pressure, allowing an earlier ignition event and yielding greater efficiency as the engine’s expansion ratio is now greater than its compression ratio. A further benefit is reduced NOx production thanks to reduced combustion temperature. Turbochargers and EGR systems have been modified to accommodate the revised valve timing.
85 km/h. More fuel savings have been gained by the standardisation of Predictive Cruise Control and low rolling-resistance tyres on 4x2 and 6x2 models. Customers who haven’t previously specified these features may benefit from a claimed fuel saving of up to nine per cent. DAF will introduce MX engines capable of running on 100 per cent FAME biodiesel in the coming year. The 2025 Renault Trucks Range T, C and K models incorporate further changes to assist in meeting VECTO standards. From the introduction of the turbo-compound engine two years ago, which delivers fuel savings of up to 10 per cent by recovering waste energy from the exhaust stream, Renault Trucks is continuing to make its vehicles more energy-efficient, with the 2025 heavy-duty models offering additional fuel savings of up to three per cent.
To reduce parasitic losses, the waterpump is electrically-powered during low cooling demand and belt-driven when there is a high load on the system, and the compressor is engaged only when the air supply needs to be replenished.
The Volvo Group subsidiary has optimised various components of the powertrain, including gearboxes and axles, and will introduce the fitting of what Renault Trucks calls class A+ tyres as standard.
A revised gearshift strategy allows the low-end power of the engines to be exploited to the full: with a 2.05:1 reduction ratio and 315/70R22.5 tyres, engine speeds are reduced by seven per cent, meaning the engine will turn at 950 rpm rather than 1030 rpm at
Additionally, the T, T High, and E-Tech T models now feature cameras in place of rear-view mirrors, further improving aerodynamics and helping to cut fuel consumption. This system is also available as an option on C, K, and E-Tech C models.
eActros
flushed with
success at Loos 6 destination net zero | issue 15
Dutch logistics service giant Simon Loos has ordered 75 Mercedes-Benz eActros 600 trucks: one of the largest orders placed with the German manufacturer for the product to date. The intake will expand Loos’ electric fleet, which consists mainly of MercedesBenz trucks, to a total of 135. Last summer, Simon Loos was the first company outside Germany to start practical testing of the eActros 600, with three
professional drivers specially trained by test engineers from Mercedes-Benz Trucks. Within a few months, the near seriesproduction prototype eActros 600 drove 25,000 kilometers between suppliers and the regional and national distribution centres of Albert Heijn, the largest supermarket chain in the Netherlands, and proved its practicality in terms of driving comfort, safety, energy consumption and range.
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DFDS ELECTRIC TRUCKS ARRIVE IN UK Danish logistics and ferry operator DFDS is introducing 10 Volvo FM and FH Electric trucks to its UK fleet. The company claims to run the largest fleet of heavy-duty electric tucks in Europe, and says more may follow in the UK in 2025. It has joined the Zero Emission Northern (ZEN) Freight consortium in the UK, which aims to establish a network of hydrogen filling and electric charging stations. DFDS currently operates 115 electric trucks in Sweden, Denmark, Lithuania, the Netherlands, Belgium, and Germany, and aims to electrify 25% of its truck fleet by 2030.
Potential EV battery
boom for Cornwall A demonstration facility in Cornwall is poised to start producing lithium hydroxide: a key ingredient in batteries for electric vehicles. Cornish Lithium hopes to produce 10,000 tonnes of lithium a year by 2027, and is hailing the opening of a new demonstration facility as a landmark moment for the project. The plant in St Austell will use granite from an old China Clay pit to test the viability of extracting lithium from the rock. It hopes to send the first lithium samples to manufacturers in November. Cornish Lithium chief executive Jeremy Wrathall said: “Lithium is critically important to the manufacturing of electric vehicles, grid scale electricity storage and rechargeable industrial and consumer electronics. “We’re home to the largest lithium resource in Europe with enough beneath our feet in Cornwall to supply over half of what the electric vehicle industry needs. “This is a huge untapped advantage that is currently being wasted, when it could be making our industries more competitive and resilient to global supply chain volatility.”
“It’s one of the best things we’ve ever done.” “The installation of Truckfile into our workshop and fleet has been a real breath of fresh air and is helping the whole operation to run much more smoothly.” Chris Thompson, General Manager at James Shaw & Son
Compliance. Done digitally. Driver Check, Fleet & Workshop Management www.truckfile.co.uk
issue 15 | destination net zero 7
Latest news and updates Everything you need to know from the last two months
Customer MAN etrucks delivered in Germany MAN Truck & Bus has commenced deliveries of fully electric heavyduty trucks to German customers. Automotive component supplier DRÄXLMAIER will use the first customer-owned MAN eTGX to transport batteries for the Macan electric car to the Porsche plant in Leipzig, with zero emissions. MAN CEO Alexander Vlaskamp said: ‘This is a milestone in our company’s history. MAN presented the first diesel truck 100 years ago. Now we are entering a new electric era. Our very first eTruck goes to DRÄXLMAIER. We are very pleased about the trust in MAN. After years of planning, development and many tens of thousands of kilometres of test drives, we are finally getting started.’ The eTruck will be charged with electricity from renewable resources on the DRÄXLMAIER site. The truck was purchased by Business Fleet Services (BFS), the largest MAN commercial vehicle rental company in Europe. BFS
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rents the vehicle to Spedition Elflein, which will then operates the truck on contract to DRÄXLMAIER. The distance between the DRÄXLMAIER location and the customer’s plant in Leipzig is about five kilometres. The truck transports an average of 15.5 tonnes load. Two more vehicles are to follow by the end of the year, so that a total of three MAN eTGX will be in use with DRÄXLMAIER. The MAN eTGX used by DRÄXLMAIER has 330 kW of electric motor power, and a battery capacity of 534 kWh (480 kWh useable) with six battery packs. It has a charging capacity of up to 375 kW via CCS and a fifth-wheel height of 950 mm allowing the use of a high-volume trailer. MAN said the eTGX offered the lowest fifth-wheel height and shortest wheelbase of any battery-electric tractor unit, allowing maximum choice when it came to trailer types.
Daimler runs out of gas in China Daimler Truck is rueing its 1919 decision to abandon truck engines powered by liquified natural gas (LNG), after the Chinese market grasped the fuel with enthusiasm this year. Responding to a fall in gas prices driven by the large-scale export of Russian gas to the Communist dictatorship plus increased production from China’s own gasfields, the share of the Chinese new heavy truck (over 14 tonnes) market taken by LNGpowered vehicles rose to 42 per cent in the period January – August this year. In 2022, just nine per cent of new trucks in China were sold with gas engines, according to Beijingbased research house CV World.
In China, while a gas truck is 25 per cent more expensive than its diesel counterpart the lower fuel cost means it can pay for itself a year sooner. The Mercedes-Benz Truck parent has reported a “Catastrophic” fall in demand for its products from China as a result and has written off its share of the 50/50 joint venture that it had with state-owned Foton Motor. After 25 years out of the game and with most of its R&D committed to electric trucks, it is unlikely that Daimler Truck can compete with modern gas engine technology in the foreseeable future China is thought to be deliberately engineering the switch to reduce its dependency on imported
NORTHVOLT’S HOPES GOING FLAT
fossil diesel, and also to pave the way for a switch from natural (fossil) gas, to biomethane, which would reduce the carbon emissions from trucks by about 90 per cent compared to diesel. Chinese demand for diesel stated to fall in April, and by July was six per cent down on the previous year, according to oil cartel OPEC, which predicts the trend will accelerate. Crude oil imports into China were down by three per cent in the period January to August compared to the previous year. Gas imports, whether by pipeline or as LNG in road tankers from Russia, rose by 12 per cent in the same period.
DESTINATION NET ZERO
Northvolt, the Swedish electric vehicle battery manufacturer that supplies Scania, has filed for bankruptcy in the USA, leaving German taxpayers with a potential €600 million bill. The company secured a €600 million loan from the Federal Government and the state of Schleswig-Holstein to fund construction of a battery factory in Heide, Germany. Filing for Chapter 11 bankruptcy in the USA will allow Northvolt to restructure its debt free from creditor pressure. Creditors’ claims, including those from the German government and the German development bank KfW which backed the loans, cannot be recovered during restructuring. The loans were tied to the factory’s construction and the Swedish parent company does not have access to these funds, the German Economy Ministry said. If the restructuring is successful, then Northvolt will repay the 600 million plus incidental costs. Mark Duchesne, the former CEO of Northvolt’s flagship factory in Northern Sweden, left the company in October and has since been replaced by Markus Dangelmaier, tasked with building synergies between the Swedish plant and planned factories in Canada and Germany. Northvolt has reportedly dropped investment bank Rothschild & Co., which had been advising it on capital-markets matters, including a now abandoned initial public offering. It has since engaged Houlihan Lokey Inc as a financial advisor to help raise turnaround funds.
“The journey towards a cleaner transport world has started. Join us for Destination Net Zero.” SCAN ME
VISIT: www.destinationnetzeromagazine.co.uk issue 15 | destination net zero 9
Asset Finance – your next option for funding? Asset finance is, for many firms, a form of funding they have used for many years. Yet still, for others, it’s not something they know much about. In this article Close Brothers Asset Finance takes a closer look at the different products and understand why it could be the perfect option when considering your next purchase. In short, asset finance is an alternative form of funding used by businesses to obtain the equipment they need to grow or access much-needed cash. Asset finance makes the otherwise unaffordable affordable because it gives businesses access to the equipment they need without incurring the cash flow disadvantage of an outright purchase.
Agreements can also be customised to the business’s needs, with flexibility on both the term and repayment schedule. There are various products that come under the broad umbrella of asset finance with one of the key ones being Refinancing, which is a proven way to make your assets work for you and release cash back into the business.
How Refinance works
Who is Refinancing for?
Refinancing uses the value of assets you already own to help your
Refinancing is for anyone looking to unlock
business. With Sale and HP Back – a type of refinancing – you sell
the value of their existing assets to support
your equipment to us, and we lend you the money you need to
their business. Whether you own equipment
invest in your business.
outright or are financing it elsewhere,
You pay us back in line with what the equipment earns for you. Once you’re done paying us back, you own the equipment again.
refinancing can provide a quick way to access funds for things like new equipment, improving cash flow, or other business
This works whether you own the equipment outright or are
needs. It’s a flexible option suitable for
already financing it with someone else.
businesses of all sizes, including sole traders.
Benefits of Refinance more cash easily - Asset refinancing is a quick and simple way to get extra money for your business needs. • Get You get to keep using the asset you put up as security. over a longer time - We can take over your current financing deal with another company and extend the • Pay time you have to pay. The costs are fixed, so there won’t be any surprises while you’re repaying the loan. what’s best for you - Use the cash injection for your business or buy other things you need. • Choose It’s more flexible than some other financing options. quickly - Getting cash from your assets helps you make faster decisions when dealing with • Decide business contracts. Use the money for hiring people, buying new things, or expanding your workspace.
For more information, please visit: closeassetfinance.co.uk/asset-finance 10 destination net zero | issue 15
What is Refinance? Refinancing is for anyone looking to unlock the value of their existing assets. Whether you own equipment or are financing it elsewhere, refinancing can provide a quick way to access funds for new equipment, improving cash flow or other business needs. We understand the industries we work with and we offer a choice of finance options that best suit your needs. Contact us today closeassetfinance.co.uk/dnz
Products and services are subject to eligibility, status, terms and conditions and availability. All lending is subject to status and our lending criteria. The right to decline any application is reserved. Close Brothers Asset Finance is a trading style of Close Brothers Limited. Close Brothers Limited is registered in England and Wales (Company Number 00195626) and its registered office is 10 Crown Place, London, EC2A 4FT.
Allison Transmission Helping fleets to reduce costs and environmental emissions
Businesses and local authorities in the resource and recycling sectors can take specific, measurable actions to reduce the running costs of their fleets while contributing to environmental goals. Allison Transmission has developed a powertrain support programme for waste and recycling vehicle fleets that does exactly this by addressing high fuel prices and reducing tailpipe emissions. It involves three easy measures of a software upgrade, reviewing transmission service intervals and specifying different axle ratios. The potential impact of the three-pronged package – as demonstrated via a multi-faceted, two-year improvement initiative with Biffa, the UK’s leading sustainable waste management business– is substantial because the de facto transmission choice for so many commercial vehicle fleets operating in the waste and recycling sector is an Allison fully automatic transmission. The three initiatives Allison is proactively communicating to the market: • Retrofitting in-service diesel engine vehicles with FuelSense 2.0 transmission software. Biffa achieved fuel savings of up to 9% or a £600,000 in diesel costs per year, which translates into by 1.6 million kilograms fewer carbon emissions, annually. • Extending transmission servicing intervals can be achieved without compromising performance, efficiency, or durability. In the case of Biffa’s 1,150 Allison-equipped Dennis Eagle Elite and Mercedes-Benz Econic trucks in the UK, it saved £200,000 per year and 33,500 litres of diesel. • When specifying new vehicles, fleets can choose different axle ratios that better suit UK roads and vocational demands as well as modern fleet’s fuel economy priorities. This simple adjustment costs nothing but can reduce fuel consumption and overall costs by up to 3%.
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Initiative #1: Retrofitting FuelSense 2.0 software Allison’s FuelSense 2.0 is a unique transmission software and electronic controls package that delivers quantifiable fuel savings of up to 6% without sacrificing any performance, reliability, durability or productivity. All new commercial vehicles fitted with Allison transmissions come with FuelSense® 2.0 as standard software programme but it can also be retrofitted into diesel vehicles mid-way through their lifecycle. This delivers fuel economy and emissions benefits straight away, allowing for the upgrade to be more than paid for in lower fuel costs. At the heart of the software is DynActive® Shifting innovative shift scheduling. This uses an algorithm to choose the optimal shift point, based on vehicle, specifications and environmental parameters, continuously delivering the ideal balance of fuel economy and performance. To provide further incremental fuel savings, FuelSense 2.0 is also offered with the options of Neutral at Stop technology, which reduces the load on the engine during lowspeed coasting and when the vehicle is stopped, and customisable Acceleration Rate Management, which mitigates aggressive driving by automatically controlling engine torque. Allison has proactively contacted fleets that operate diesel engine vehicles for which a FuelSense 2.0 upgrade is appropriate: 2014-2018-manufactured vehicles complying with Euro 6 emissions regulations. A trial run in partnership with Biffa, the UK’s leading sustainable waste management business, proved the impact of FuelSense 2.0. The study was conducted in real-world working conditions on six of Biffa’s Dennis Eagle trucks, three of which were assigned to municipal residential waste collection in Liverpool and three to trade waste collection in Birmingham. When following the same duty cycles as trucks without FuelSense 2.0, these vehicles delivered up to 9% in fuel efficiency improvements and a reduction of approximately 4,500 kg of CO2. Steve Lea, Fleet Category Manager at Biffa Municipal Ltd., commented: “This initiative is expected to reduce carbon emissions from the Biffa fleet by 1.6 million kilograms per year and will cut our diesel bills by over £600,000 per year, fully paying back the retrofit cost of the FuelSense 2.0 software within just four months. Fuel Sense 2.0 means we can reduce fuel costs and carbon emissions with vehicles that have been in service a long time.” In response to these impressive results, Biffa committed to retrofitting FuelSense 2.0 software to 540 Dennis Eagle and Mercedes-Benz Econic trucks. Most of these vehicles, which are towards the end of their eight- to nine-year service life, have now been retrofitted by Allison’s distributor partners when the vehicles come into Biffa’s workshops for regular servicing. Biffa’s order affirms that FuelSense 2.0 software upgrades make great financial and environmental sense for the early adopters of Allison Transmission, vehicles that are now mid and late-life. There are still about 6,000 such Allison-equipped vehicles in service in the UK and Ireland that are being targeted which would benefit from the upgrade, making the air cleaner for the local communities they serve and avoiding the unnecessary expense of about £10 million per year on fuel.
Initiative #2: Reviewing transmission servicing intervals Reviewing and adapting the frequency of transmission fluid and filters replacement, waste and recycling fleets can accrue big savings. For example, Biffa has reduced truck transmission servicing costs by £200,000 per year from service schedule changes advised by Allison. It’s a tactic that could be rolled out to many other fleet operators. Transmission service intervals are typically based on fleet operators’ longstanding habits, historic predictive maintenance schedules, or standard recommendations from truck OEMs or bodybuilders. When Allison examined the schedules for Biffa’s 1,150 Allison-equipped Dennis Eagle Elite and Mercedes-Benz Econic trucks in the UK, it found that service intervals could safely be extended without diminishing transmission performance, efficiency, or durability. Biffa had previously followed a recommendation to renew the transmission fluid and filters on its Dennis Eagle trucks – which run municipal refuse collection services – every 12 months, 600 hours, or 15,000 kilometers (9,300 miles), whichever came first.
Initiative #3: Specifying different axle ratios Allison Transmission is making waste and recycling vehicle fleets aware of fuel saving opportunities from specifying shallower axle ratios to those routinely offered on new vehicles.
Making this simple change to a truck’s specification at the time of ordering costs nothing yet can bring a valuable reduction in running costs and carbon emissions. Savings are likely to be greatest on duty cycles with frequent stop-starts around town or on minor rural roads. OEMs typically recommend axle ratios based on the country of use and application. Historically, deeper axle ratios were favoured for better gradeability on steep inclines. However, extreme gradients like those requiring a 30% or higher incline are rare on UK roads, and with growing fuel economy and environmental concerns, fleet operators are increasingly interested in balancing performance with economy. Fuel saving can be achieved without negatively affecting launch gradeability or overall productivity, thanks to Allison’s Continuous Power Technology.
Now, those intervals are extended to 36 months, 3,000 hours, or 120,000 kilometers (74,565 miles). In addition to bringing significant savings on annual oil and filter costs, the revised service intervals are saving Biffa 3,600 hours in labour and vehicle downtime annually. Oil consumption and disposal have also been reduced by 33,500 litres each year, making a positive contribution to Biffa’s “Resourceful, Responsible” 10-year sustainability strategy. Biffa’s Fleet Category Manager, Steve Lea, said: “Like many fleets, our service intervals are somewhat defined by how we’ve always done it, with the aim of ensuring our vehicles are well maintained and deliver efficient, long service. We were aware there may have been some overservicing, but after hearing the recommendations of the UK team at Allison, we were very surprised by the huge £200,000 annual savings to be gained from adopting different practices. We have gone from servicing some double-shifted RCVs (refuse collection vehicles) twice per year to just three times in their 10-year life.”
Again, Allison proved the potential of this strategy by working with leading UK waste management company Biffa. This started by determining the optimal axle settings for Mercedes-Benz Econic refuse collection trucks with 270-, 300-, and 350-horsepower engines. By running simulations on its industry-leading iSCAAN software program, Allison identified that switching these trucks from the standard 6.84:1 axle ratio to a shallower 6.0:1 ratio, also offered by Mercedes-Benz, could reduce fuel consumption by up to 3%. Darren Judd, Biffa’s Head of Fleet Development, highlights an interesting rule of thumb: every 100 rpm reduction in engine speed translates to a 1% fuel cost saving. Over a fleet of vehicles and many years, these seemingly small savings accumulate significantly. As a result, Biffa has amended the axle specification of all newly purchased Mercedes-Benz Econic trade waste collection vehicles. Sixty have been ordered and placed into service with a further 50+ due to be delivered in autumn 2024
allisontransmission.com issue 15 | destination net zero 13
Fiscal Mountains Ahead Grahame Neagus, Head of LCV, Renault Trucks UK & Ireland
The transition to a zero-emission society is currently fraught with challenges. As OEMs invest billions in developing the right vehicles for society to make the shift from internal combustion engines (ICE) to electric or hydrogen, a wide range of products across all weight classes is already available. Vehicle capability is up, suitability is fine, prices are coming down and TCO parity is here in many models and weight categories, yet still the take up remains slow at best. As an industry and as a society, we need to accelerate the shift, and here the public sector is ideally positioned to lead by example. With back-to-base operations and ambitious net-zero targets, switching to electric vehicles is not only an environmental responsibility for councils, but it also brings long-term economic and social benefits. However, the public sector is under significant fiscal pressure, which is slowing
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the transition to electric vehicles. Recently, I attended a meeting with many public sector transport managers, all of whom shared a strong desire to do the right thing for their constituents and the environment. Yet, they face a major obstacle - their treasury departments simply lack the funds to support the transition. The dilemma they face stems from several factors. First, many own their ageing fleets outright, and with relatively low mileages, these older vehicles stretch maintenance budgets to the limit. Requesting a large sum from the CFO to renew the fleet is unlikely to yield positive results. Second, transitioning to zero emission vehicles
requires significant infrastructure upgrades, which come with high costs. Third, rising labour costs for technicians and other staff are further straining available funds, forcing councils to prioritise other essential services over transport upgrades. The result is that the transition is being stifled. Some London boroughs are running vehicles so old that they are paying thousands of pounds each month in ULEZ charges, simply because there’s no budget for replacements. It’s a frustrating situation, especially when small and mid-sized fleets look to these public sector leaders for guidance and to see sustainable practices in action daily.
“switching to electric vehicles is not only an environmental responsibility for councils” • Grahame Neagus
So what is the answer? From a public sector perspective, without getting into the murky waters of politics, it’s clear that more funding is needed for our local authority transport departments. Whether through increased budgets or new government grants, this funding is essential to enable the transition to tomorrow’s fleets. Additionally, it’s crucial to establish the necessary infrastructure to support and sustain this transition for years to come. It’s already been done in the Bus and Coach sector through the ZEBRA (Zero Emission Bus Regional Areas) programme, which has been highly effective since the Government’s “Bus Back Better” strategy was published
in March 2021. This national bus strategy offers councils across the country grants to purchase new zero emission buses in line with government objectives. As a result, over 4,200 zero emission buses have been funded. Spanning typically two financial years, this scheme provides bus operators with a clear fiscal strategy for the transition, helping to address the financial challenges they face. Of course it comes down to government funding priorities, but over £2 billion has been invested in the bus sector since 2020. If this approach works for buses, why can’t it be extended to councils for trucks and vans? With advantages like low mileage and backto-base operations, council fleets are ideally
suited for such a transition, and lower TCO will deliver long term cost savings. One council recently received a quote of nearly £2 million to upgrade their ageing depot in central London to install just 15 commercial charge points. This highlights the immense financial burden facing an industry that is ready and eager for change. Just as the Bus sector has successfully demonstrated with government support, the same level of assistance is urgently needed for council fleets to overcome these challenges. We are a hugely important sector which has the right tools at its disposal, we just need Government help to bridge the gaps.
issue 15 | destination net zero 15
Leading the charge EV Rally 2024 Report Words: Amy Carter, EV operations manager DAF TRucks
In 2023, DAF Trucks took
part in its first Greenfleet EV Rally. On that occasion, the theme was the five capital cities of the UK and Ireland. The EV Rally has become the highlight of the EV and sustainability calendar since its inception four years ago. Such was the success of last year’s event, we decided to take things one step further, entering not one but two vehicles in the 2024 A to Z Greenfleet EV Rally. The first vehicle is our tried and tested workhorse 19-tonne LF Electric. With its 250kW single speed motor and 282kWh (254kWh useable) Lithium Ferro-Phosphate batteries (LFP), this vehicle has successfully completed the 18-month long Battery-Electric Truck Trial (BETT) which saw 20 similar 19-tonne electric LF models put into service with local councils and the NHS supply chain around England. It then went on to take part in the 2023 EV Rally, completing the five-capital challenge without missing a beat. This year, in new livery designed to depict DAF’s electric journey, the truck was readied to take on an even bigger challenge, over 1400 e-miles around Britain.
16 destination net zero | issue 15
The second vehicle is the TRP parts VW ID. Buzz van with its 77kWh battery, single speed 204 PS motor and rearwheel drive. This vehicle was kindly loaned to us by local dealer Brian Currie Ltd and is one of a growing fleet of electric vans being used by the DAF Dealer Network. First thing on Monday 1st July, we set off from our base in Haddenham, Buckinghamshire to the rally start at the AA headquarters in Oldbury, Birmingham. The truck was already there, having spent the night on charge at Motus DAF in Halesowen, parked strategically to show off its flanks with the DAF EV journey timeline incorporated into the Rally livery. The excitement from each of the teams was palpable and you could really feel the energy from everyone taking part. Looking around the makeshift paddock (AA headquarters staff car park), we could see Team AA, with their traditional yellow vehicles and black AA logos. Team Europcar fielded four vehicles this year in their corporate bright green colourway and team National Grid brought a diverse fleet ranging from a prototype van to an electric 4x4, and even an Everatti Porsche 968 electric conversion. Aside from the DAF LF electric, there was only one other truck entered this year, the Daimler Trucks e-Actros 600, a prototype on loan from Daimler Trucks AG. At the other end of the vehicle spectrum was the Zero Motorcycles Inc. DSR/X Black Forest Edition electric motorcycle ridden by Sam Clarke of Gridserve. With all the teams revved up on coffee and snacks, we formed
our start positions for the off. Over 40 electric vehicles all made their way out onto the busy roads of Birmingham, heading for the M5 northbound to the first checkpoint. It is important to note that the rally was originally designed to showcase car and van technology and the later addition of heavy trucks means that not all the checkpoints are truck-friendly, largely due to access. Additionally, trucks are limited in top speed and on days where there are a lot of miles to cover and multiple checkpoints, we as a team had to make the decision to divide and conquer, sending the smaller, faster more agile van to checkpoints that were less suitable for the truck while allowing the truck to press on to the further reaching checkpoints to ensure that we could make the final checkpoint and hotel stopover point at a reasonable hour. Day 1 – Birmingham to Carlisle (258 miles) After fighting our way through the rush hour traffic of Birmingham, at times wondering what on earth we had got ourselves into, we made our way north to checkpoint 1 at the Harris Maxus headquarters, Liverpool, for a well-earned coffee stop. cont.
“Over 40 electric vehicles all made their way out onto the busy roads of Birmingham, heading for the M5 northbound to the first checkpoint.” issue 15 | destination net zero 17
Next, after a stop at Leyland Trucks near Preston, both vehicles headed further north to Bowness-on-Windermere, checkpoint 2 at the jetty museum. After more caffeine and lots of cooing noises from the team at the breathtaking views across lake Windermere, we were on our way to checkpoint 3, Cockermouth. It was at this point that things took a slightly tricky turn. On the direct route through Ambleside, there is a 7.5t weight limit meaning we had to backtrack and, after a little head scratching, take the longer Kirkstone pass route alongside Ullswater. A one point we took a left turn onto a road that wasn’t even wide enough for a white line to divide it, let alone have room for a 19t truck and the occasional passing car or van. We carefully manoeuvred the truck some 14 miles along this winding road before making it back onto an A-road much to our relief. By the end of day one the
• Drax Power Station 18 destination net zero | issue 15
truck was low on energy, having covered more than 150 miles on a single charge. The team, also low on energy, needed a pint, some grub and a good night’s sleep. After parking at Motus DAF Carlisle, the truck would be charged early next morning. Day 2 – Carlisle to Sheffield (285 miles) Seagulls are evil…Fact. As my colleagues were plugging the truck in to charge at an ungodly hour of the morning, there, perched majestically on a lamp post above the charger, was a very big seagull. Just as they looked up, the seagull opened the bomb doors and they both received what is considered to be a lucky splattering. After much cursing and swearing and a trip to the toilets in Starbucks for a freshen up, we were on our way. First stop, over the border to Gretna Green, not the famous blacksmiths forge, the services (not so glamourous).
Next stop was in Washington, and here we skipped the checkpoint, instead visiting a Fastned hub that we had used in last year’s rally. While the chargers and canopies were all very good and easy to work with the truck, the site lacks any amenities. On our travels we have encountered this issue on many occasions. Sites devoted to fast charging and efficient vehicle space management, but the fundamentals overlooked. The nearest toilet at the Washington hub for example, is a ten-minute walk away in a local ALDI, and that is a disabled toilet which you must ask permission to use. For disabled and vulnerable users, particularly late at night, this site is not adequate.
Onwards to Hartlepool, then Drax power station near Selby, North Yorkshire. A long day so far, but none of the squeaky bottom shenanigans of day one, in fact the roads were very kind to us. A few more stops and we reached our target, Daimler Trucks’ used truck centre near Sheffield. Daimler hosted a BBQ and being a competitor, in the spirit of the rally and camaraderie, we graciously accepted. Having parked the truck, I resisted the temptation to let all the tyres down on the rows of tractor units spread across the car park, instead opting to eat my bodyweight in finger food at the buffet. This concluded day two of the EV rally. Day 3 – Sheffield to Cambridge (366 miles) The longest day (on paper) of the rally, stretching over 360 miles. The checkpoints spread from Sheffield across to Scunthorpe, Grimsby, Norwich, Diss, and finally Cambridge. Of course, the truck needed two full charges to see it through this mammoth task and they were handled efficiently and quickly at an EV cont.
• Dinner a la Exeter Services
• Gretna Green issue 15 | destination net zero 19
Power charging station just off the M180 with a second charge at DAF Dealer Ford & Slater in Norwich, which now has a new-installed 180 kW charger. In readiness for the following day, we had a final overnight charge at Chassis Cab Cambridge taking advantage of the LF’s AC charging capabilities to use an 11kW AC charger normally used for cars and vans. Day 4 – Cambridge to Exeter (315 miles) First stop of day four, a cheeky McDonald’s at Royston services. Next up, South Mimms services on the dreaded M25. Checkpoint 3 took us to Leighton Buzzard. This is a new facility where two wind turbines provide power directly to charge cars, vans, trucks, and buses in a purpose-built location. Amenities are also provided making this one of the most impressive checkpoints of the rally. After a short charge and some networking, we headed to our headquarters in Haddenham, Buckinghamshire to use our 180kW PACCAR rapid charger and collect another member of the team. From DAF HQ we worked our way south to Exeter, taking in the new Oxford superhub charging facility by Fastned. Sadly, our progress was hampered by an accident on the A30 which delayed many of the teams by an hour or so, but we all made it safely to Exeter, and an opportunity to charge the truck at Exeter services. It seems everywhere in Exeter closes early so dinner was provided courtesy of Burger King (fine dining). It also gave me an opportunity to give the truck a once over, checking her for leaks, damage and anything that needed attention. Unsurprisingly, apart from a small amount of shrubbery that was jammed in the spoiler from our semi-off-roading experience in the Lake District, she was in tip-top shape.
20 destination net zero | issue 15
Day 5 – Exeter to Chester (265 miles) The final day of the rally only had two official checkpoints before the finish. The first in Hay-on-Wye was again not exactly truck friendly. After several miles of single track, fold-the-mirrors-in driving, we reached the checkpoint. Charging was handled at an Instavolt site nearby in Whitney-on-Wye, a local campsite and canoeing centre. While the truck was recharged, so were we, by the banks of the Wye eating a delicious lunch and basking in the sunshine. By the time we reached Cheshire, the final pitstop looked unlikely due to time constraints, so we
pushed on to the finish line at the LEX Autolease headquarters, Chester. The EV rally is by no means easy, whether you are driving a Tesla or a truck, an electric motorbike or an AA van. It is five days of gruelling driving across many miles, showcasing the capabilities of EVs but also the expansion and challenges of the UK’s charging infrastructure. We, as a team, drove home on Saturday morning in almost silence, exhausted from the task. We have laughed together, worked together, showed up for our colleagues and helped other teams, understanding the importance of collaboration. And would we do it all again? Absolutely! end.
“It is five days of gruelling driving across many miles, showcasing the capabilities of EVs” issue 15 | destination net zero 21
How can tyres help fleets towards their
sustainability goals? How can choosing the right tyres help truck fleets work towards their sustainability targets? And what role does correct tyre maintenance play in the overall efficiency of a commercial fleet? What role do tyres play in helping vehicle fleets achieve their sustainability goals? Tyres are the only contact point between a vehicle and the road, so their role in the performance, efficiency and competitiveness of a vehicle should not be underestimated. Choosing the right tyres and maintaining them properly can help drivers and truck fleets save fuel and increase their range, reducing their impact on the environment and saving money with each mile driven. The latest generation of truck tyres are designed with sustainability and efficiency in mind, but this doesn’t have to come at the expense of performance or competitiveness. At Goodyear, this is the philosophy behind our new EQMAX and EQMAX ULTRA truck tyres, which offer up to 20% better mileage and up to 6% improved rolling resistance compared to their predecessors1, allowing trucks to reduce CO2 emissions while increasing traction and mileage on the road.
Richard Tawlks Manager Fleet Mobility, UK, Goodyear
What role can tyres play in the industry’s sustainability efforts? There is a clear trend towards tyres becoming more sustainable throughout their entire lifecycle. Retreading and regrooving can extend the life of truck tyres by 150%3 and reduce the amount of crude oil used in manufacturing by 56%4. Recent developments have also allowed for more sustainable practices at the start of a truck tyre’s life, too. Goodyear is among the leaders with this trend; the new EQMAX and EQMAX ULTRA tyres are made of up to 55% sustainable material5, including ingredients like silica based on rice husk ash, a byproduct of rice processing that is often discarded to landfill. Developments in this field will continue at pace, reducing the impact tyres have on the environment before they even drive their first mile.
They were designed to have a higher load capacity and lower rolling resistance compared to conventional truck tyres of the same size, and they carry Goodyear’s Electric Drive Ready label, meaning they are equally suitable for diesel, gas, electric and hydrogen trucks. What can fleets do to maximise the efficiency of their commercial vehicles? Maintaining the right tyre pressure is an easy fix to save fuel and money. A tyre pressure monitoring system (TPMS) can give real-time data and proactive alerts to avoid potential tyre-related issues before they happen. Goodyear’s TPMS can lead to 90% fewer tyre-related issues2, providing time savings and increases on the rate of on-time deliveries.
Goodyear’s Total Mobility package combines tailormade solutions that drive operational efficiency, reduce downtime and lower costs. Goodyear’s TPMS is part of this, along with Goodyear CheckPoint, a yard-based system that delivers essential measurements in seconds. The system can reduce maintenance hours as truck tyre checks are performed in seconds and can help maximise uptime as checking tyre status reduces the likelihood of tyre-related breakdowns. Goodyear CheckPoint also contributes to optimal fuel consumption by making it easier to maintain the correct pressure in each tyre which, in turn, can extend tyre life.
To find out more about Goodyear’s Total Mobility, please scan the QR code
1) In comparison to predecessor, based on internal Goodyear data. 2) Comparison of 50 fleets before and after installation of Goodyear TPMS, 2019. 3) Based on internal analysis, comparing the use of a new Goodyear tyre versus a new Goodyear tyre that is regrooved, retreaded and regrooved a second time. 4) Based on internal data. 5) EQMAX range featuring up to 55% of sustainable materials. Goodyear defines sustainable material as a bio-based (defined as material of biological origin (Source: ISO 14021); renewable; or recycled (defined as material that has been reprocessed from recovered [reclaimed] material (Source: ISO 14021) material; or one produced using or contributing to other practices designed to promote resource conservation and/or emissions reductions, including ISCC PLUS mass-balance (defined as a certification verifying our capability to track the amount and sustainability characteristics of circular and/or bio-based material in the value chain and attribute it based on verifiable bookkeeping material. (Source:www.iscc-system.org/certification/chain-of-custody/mass-balance/).
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Meet EQMAX and EQMAX ULTRA, Goodyear’s new tyre range that enables fleets to reduce CO2 emissions while increasing traction and mileage on the road** • • •
Highest percentage of sustainable materials ever seen in a Goodyear truck production tyre*** Higher mileage and increased fuel efficiency Electric Drive Ready *
New tread compound technology in EQMAX range helps to increase mileage, lower rolling resistance and fuel consumption and, therefore, helps reduce CO2 emissions. Based on internal Goodyear data. ** Improved rolling resistance and better mileage, compare to predecessors. *** % of sustainable materials depending on tyre size.
GOODYEAR.EU/TRUCK
7 up for Maxus
The Maxus eDeliver 7 is a relatively recent newcomer to the highly-competitive UK 3.5-tonne van market. What does it offer that its many competitors do not? Words: Steve Banner
Chinese
manufacturer Maxus is now accepted a mainstream player in Britain, and one which has electric drivetrains at the heart of its offering. One of the most recent additions to its line-up is the batteryelectric eDeliver 7 van. Marketed with two different lengths (L1 and L2) and two different heights (H1 and H2), it comes with load cubes ranging from 5.9cu m to 8.7 cu m. Payload capacities range from 1025kg to 1200kg. Two different battery capacities are on offer – 77kWh or 88kWh – with a 150kW motor standard on all models. It delivers up to 330Nm of torque. We got to grips with an L2H1 model with a 6.7cu m cargo bay and the 77kWh pack. At a basic price of £41,495 it doesn’t come cheap, but this is before the government’s Plug-in Van grant and before VAT, which most businesses will be able to reclaim. The battery pack takes eight hours to charge from 5 to 100% of its capacity
“Use a 90kW DC charger and you can get from 20 to 80% in 43 minutes” 24 destination net zero | issue 15
if you are using an 11kW AC charger says Maxus. Use a 90kW DC charger and you can get from 20 to 80% in 43 minutes, the manufacturer adds. You can boost your range by pumping more charge into the battery via the onboard regeneration system. Recovering kinetic energy that would otherwise be lost when the van slows down, it is, unusually, accessed using the touch-screen and there are three different levels. A dashboard display shows how much power is being recovered by regeneration, how much you are using, and how much range you have got left. Projected range is 190 miles on the combined cycle according to WLTP (Worldwide Harmonised Light Vehicle Test Procedure) figures. A key-less push-button starter is fitted, and a steering column stalk gives you the choice of Drive, Reverse or Neutral. Pressing a button on the end puts the van into Park. A switch on the dashboard allows you to move between three different driving modes: Eco, Normal and Power. At 1135kg, the van’s gross payload capacity isn’t all that impressive for a 3.5-tonner; the penalty you pay for the burden imposed by an electric light commercial’s heavy battery pack. At 1.5 tonnes its towing capacity is modest too. The eDeliver 7 is offered with just one level of specification in the UK, but this covers most bases. It includes air-conditioning, a heated driver’s seat and steering wheel, cruise control, front and rear parking sensors and a reversing camera that offers an impressive level of clarity. It can provide a bird’s-eye view of the vehicle’s surroundings cont.
• A switch on the dashboard allows you to move between three different driving modes: Eco, Normal and Power.
issue 15 | destination net zero 25
to ensure that any potential obstacles are spotted. A DAB radio is provided, as are Apple CarPlay, Android Auto and Bluetooth connectivity along with a12v socket and a pair of USB ports. Much of what happens in the threeseater cab is controlled by the 12.3ins touch-screen. However, the heating and ventilation system is operated by a separate set of user-friendly knurled knobs. There is no lack of storage space, and if you pull up the middle seat’s cushion you will find a compartment underneath where you can conceal your smartphone rather than leave it lying around in the cab. Pull down the centre section of the seat’s back and it turns into a desk. A comprehensive package of safety systems would appear to cover pretty much all eventualities. Electronic Stability Programme, Electronic Brakeforce Assist and Hill Hold Control are all installed as is Tyre Pressure Monitoring. Present and correct too are Blind Spot Detection; Autonomous Emergency Braking System; Front Collision Warning System; Lane Change Assist System; Lane Departure Warning and Lane Keeping Assist System; Speed Limit Sign Identification System; Emergency Lane Keeping Assist System, and Automatic Cruise Control. One safety device that could prove invaluable is Rear Cross Traffic Alert. It warns you if you are about to reverse into the path of an oncoming vehicle. Access to the cargo area is by means of twin rear doors and a sliding nearside door Eight load tie-down rings are provided plus a steel bulkhead.
“The battery is covered for an undoubtedlyimpressive eight years/155,000 miles.” 26 destination net zero | issue 15
We were rather concerned about the presence of a ladder mounted on the offside rear door of our demonstrator giving access to the roof bars. Neither the ladder nor the bars are standard features. While an attempt has been to make the use of the ladder as safe as possible, drivers should nevertheless be discouraged from climbing on top of vans because of the risk of a fall. Systems are available which allow items
to be lowered from van roofs and put back again without the driver having to leave the ground, and should be employed instead. So far as the aforementioned driving modes are concerned, we stuck with Normal most of the time and found it to be perfectly adequate under almost all circumstances. We only switched to Power when we had to tackle a really demanding slope. Eco helps preserve your range but strangles the van’s performance. Power boosts it considerably, but you pay for all that extra punch by seeing the projected range diminish more quickly. The van’s ride is firm, but not unpleasantly so if you’ve got a bit of weight in the back. Run around lightly-laden and it starts to get choppy, but that’s a characteristic of most light commercials. We had no issues with the handling, happily pushing the van hard through tight country bends without any fears that eDeliver 7 would suddenly break away. The in-cab noise levels produced by the suspension and tyres are of course a lot more noticeable without a diesel engine to mask them. Service intervals are set at two years/18,000 miles. The warranty lasts for five years/60,000 miles and we’d like to see the mileage limit lifted. The battery is covered for an undoubtedlyimpressive eight years/155,000 miles. Our view? While the exterior and interior styling may not be to everyone’s taste, eDeliver 7 is on balance a practical package that is worth a second look – and the stress placed on onboard safety can only be applauded. end.
• Access to the cargo area is by means of twin rear doors and a sliding nearside door Eight load tie-down rings are provided plus a steelbulkhead. . issue 15 | destination net zero 27
Welch Group marks 90 years with electric HGV milestone Words: Jack Sunderland
“Welch Group’s Renault Trucks E-Tech T 4x2 is the first eHGV on the road for the eFREIGHT 2030 consortium” 28 destination net zero | issue 15
Ninety
years ago, Welch Group started as a small family business in Cambridgeshire. Fast forward to 2024, and as the company celebrates its 90th anniversary, it marks a significant moment of innovation with the introduction of its first fully electric 42-tonne heavy goods vehicle (eHGV): a milestone not only for Welch Group but also for the decarbonisation of road freight transport in the UK. In a flurry of firsts, Welch Group’s Renault Trucks E-Tech T 4x2 is the first eHGV on the road for the eFREIGHT 2030 consortium, part of the Government’s Zero Emission HGV and Infrastructure Demonstrator (ZEHID) Programme that is funded by the Department for Transport and delivered in partnership with Innovate UK. It is also the first deployment of a Renault Trucks E-Tech T in UK customer operation. Following its arrival in October, the truck went straight to work and has already been proving its worth in real-world applications. cont.
• Jim Welch, Group Managing Director and Chris Welch, Managing Director
issue 15 | destination net zero 29
Equipped with six 90 kWh batteries and three electric motors, the Renault E-Tech T delivers an impressive 490kW of continuous power and a torque of 2,400Nm. And crucially, it achieves this with zero tailpipe emissions. A second E-Tech T will join the company’s 80-strong fleet in the coming weeks. For Chris Welch, the group’s managing director, the focus is on the practical benefits, especially the increased capacity of the fully electric HGV. “Significantly, our new Renault E-Tech T vehicles allow us to offer 26 pallet loads to be transported net zero, whereas previously we could do just 14 in a single delivery. This makes the 100% electric option much more cost effective for customers to consider.” Operating an eHGV isn’t just about cutting emissions, it’s also a clear statement of intent that resonates with eco-conscious customers, and is already bearing fruit for The Welch Group, further strengthening collaborations with prestigious clients. Aaron Makinson, Warehouse and Storage Manager of the British Antarctic Survey, praised the collaboration: “BAS has worked with Welch’s for many years to support our logistics operations. We are excited to collaborate with a haulier that is making significant strides towards sustainability.” The partnership demonstrates how sustainable logistics can support crucial scientific research, with the electric HGV transporting everything from heavy plant equipment to everyday necessities required for Antarctic expeditions. For Welch Group, a family-owned business that has been operating since 1934, this innovation represents both a continuation of their legacy and a bold step into the future. “We’ve developed our logistics services in
“We’ve developed our logistics services in line with our customers’ needs for 90 years now and will continue to adapt and support their business goals into the future” 30 destination net zero | issue 15
line with our customers’ needs for 90 years now and will continue to adapt and support their business goals into the future,” notes Chris Welch. “It’s quite a privilege to help organisations like BAS, who exist to research how our planet can be more sustainable.” The company’s commitment to sustainable logistics extends beyond individual projects. As part of the eFREIGHT 2030 consortium, which is introducing 100 eHGV tractor units and 32 new charging locations over a multiyear real world evaluation, The Welch Group is actively involved in pushing the boundaries of what’s possible within the SME environment. The company’s success in implementing electric HGV technology demonstrates that zero-emission freight is not just an aspiration but a practical reality for the transport industry.
From their headquarters in Duxford, Cambridgeshire, Welch Group continues to expand their comprehensive range of services, including general haulage, pallet distribution across the UK and Europe, dangerous goods movements, warehousing, and eCommerce fulfilment. Their pioneering work with electric HGVs represents a significant step forward in the industry’s transition to sustainable logistics. For Chris Welch and his team, it’s all in a day’s work---but for the rest of the industry, it’s real-world proof that sustainability and operational efficiency can, indeed, go hand in hand. end.
Welch Group has also invested significantly in upskilling its technical team and retooling its truck and van centre to handle the maintenance and repair of these sophisticated electric vehicles. This expertise extends beyond their own fleet, with the company now offering specialized electric HGV repair and maintenance services to other operators transitioning to zero-emission vehicles.
issue 15 | destination net zero 31
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