Destination Net Zero Magazine Issue 16 2024 Review Special

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Low and Aero

S P E C I A L

ROAD TRANSPORT

Industry’s first CTP-S battery

Green and black

Electric trucks on a roll

eSprinter reborn

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Welcome to issue 16 of Destination Net Zero 2024: A Pivotal Year for Decarbonisation in the Transport Industry 2024 has been a year of intense activity and significant challenges for vehicle manufacturers and operators as they work to meet decarbonisation targets. At the forefront of this effort has been the introduction of battery electric vehicles (BEVs), which have generated both progress and frustration across the industry.

Discussions with leading truck manufacturers reveal growing interest in Hydrotreated Vegetable Oil (HVO) and Compressed Natural Gas (CNG) as viable, near-term options. HVO, in particular, is seen as a quick and effective way to significantly reduce CO2 emissions, especially when produced locally.

At the IAA Transportation Show in Hanover earlier this year, a palpable sense of exasperation was evident among truck and van manufacturers. While Original Equipment Manufacturers (OEMs) have successfully met mandates to produce BEVs, the infrastructure promised by regulators to support these vehicles has fallen short.

This issue is not limited to the United Kingdom; it extends across Europe, where infrastructure development has been slower than anticipated. While charging networks are being built, they remain insufficient to meet the immediate demands of the market.

Industry experts continue to emphasize the importance of a multi-faceted approach to decarbonisation. Solutions such as driver training, proper wheel alignment, maintaining optimal tyre pressures, and improving cab aerodynamics are relatively low-tech but have an immediate impact on reducing emissions.

Fortunately, alternative decarbonisation solutions have gained renewed attention.

The success of the decarbonisation journey ultimately hinges on regulatory support. Manufacturers have delivered vehicles capable of meeting stringent standards, including electric trucks with ranges of up to 500 kilometers—well beyond the 4.5 hours of driving time allowed before mandatory breaks.

However, the charging infrastructure needed to support these vehicles remains woefully underdeveloped.

A senior manager from a major truck manufacturer remarked that their business’s success depends more on regulators than on their own innovations.

This sentiment highlights the urgency for governments and policymakers to step up and deliver on their promises.

As we approach 2025, the industry remains cautiously optimistic. While the challenges are significant, progress is being made, and a variety of solutions are coming to the forefront. With sustained regulatory support and industry innovation, the road to Net Zero remains within reach.

Here’s to a hopeful and productive 2025—one where collaboration between manufacturers, operators, and regulators drives meaningful progress in the journey toward decarbonisation.

Matthew Eisenegger, Publisher

“The journey towards a cleaner transport world has started.

Join us for Destination Net Zero.”

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Contents E 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

6, 7, 8 & 9 News Renault Trucks e-Tech defies perceptions First EV charging station opens at Shell Markham Moor 100% electric gritter added to Bradford Council fleet New calls for zero-emission zones in Britain’s cities

12 – 13 Thought Leadership Success on a knife’s edge courtesy of legislation

14 – 17 Industry’s first CTP-S battery Farizon SV sets new safety standard with Euro NCAP Platinum rating

18 – 19 Turning and Burning Understanding emissions accounting

20 – 21 Mercedes-Benz eMobility German giant introduces full electric range

24 – 27 Volvo Going Low and Aero with electric drivelines

28 – 31 Bridgestone Heating up the retread tyre market

32 – 35 Shocking Times Investment by government, hauliers, and customers boosts electrification in Norway

36 – 39 Mercedes-Benz eSprinter It’s back, with more choice and longer range

40 – 41 Farewell to Diesel MAN outlines its plans for electrification and alternative energy in the UK and Europe

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 CONTRIBUTORS Grahame Neagus Richard Simpson James Venables Greg Randall Eddie Carson Steve Banner Kieron Fennelly PUBLISHED BY Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 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.

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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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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 • The Renault Trucks E-Tech T defies preconceptions after travelling 23,000 kilometres across Europe

DEFYING THE COLD: RENAULT TRUCKS E-TECH T DIAMOND ECHO EXCELS IN FINLAND After a 23,000-kilometer journey across Europe, Renault Trucks’ innovative E-Tech T Diamond Echo electric truck concluded its ambitious roadshow in Finnish Lapland, where temperatures plummeted to -19°C. This final leg not only marked the culmination of the truck’s European tour but also showcased its reliability and performance in extreme winter conditions.

A Journey Across Europe Since departing Renault Trucks’ headquarters in Lyon in April 2024, the E-Tech T Diamond Echo has demonstrated its capabilities in diverse terrains and climates across France, the Netherlands, the UK, Spain, Switzerland, Belgium, and Germany. Covering daily stages of up to 700 kilometers, the truck benefited from optimized charging strategies, completing stretches as long as 360 kilometers on a single charge, such as during a journey between Switzerland and Germany.

Tackling Finland’s Arctic Conditions In December 2024, the E-Tech T Diamond Echo embarked on the final and most challenging phase of its roadshow: a 1,600-kilometer expedition from Helsinki to Rovaniemi in the heart of Finnish Lapland.

Along the way, it completed a 250-kilometer leg on a single charge and achieved a full-day distance of 700 kilometers with two intermediate charging stops.

This expedition challenged preconceived notions about the capabilities of electric trucks in sub-zero conditions, proving they can operate efficiently in climates once thought unsuitable for electric vehicles.

Impressive Performance in Extreme Temperatures “The tests in Finland confirmed that electric trucks remain fully functional, even under harsh winter conditions,” said Régis Pierrelle, Director of Electromobility Operations at Renault Trucks.

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Contrary to common concerns, the truck experienced no issues related to range, charging availability, or charging times. Thanks to a programmable pre-heating system, the cab’s heating demands had minimal impact on the vehicle’s range.

In temperatures as low as -19°C, the electric truck maintained performance levels comparable to diesel-powered vehicles. Although energy consumption increased slightly (by 10–15%), this was attributed to universal winter factors such as aerodynamics and the use of winter tires.

Reliability in the Cold: Real-World Evidence “One of our customers in Finland shared that on a day when temperatures hit -30°C last winter, the only truck in their fleet that started reliably was a Renault Trucks electric model,” Pierrelle added.

“The diesel trucks were immobilized due to the crystallization of AdBlue.”

This testimony underscores the reliability of electric trucks in extreme cold, further validating their role as a dependable solution for fleets operating in severe climates.

A Milestone Year for Renault Trucks The completion of this Arctic expedition marks the end of a yearlong demonstration of Renault Trucks’ commitment to advancing electric mobility. The E-Tech T Diamond Echo’s European roadshow has not only highlighted the operational practicality of electric trucks but has also set a new standard for their performance in challenging environments.

Renault Trucks continues to challenge preconceptions, paving the way for broader adoption of electric trucks in regions with extreme weather conditions.

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FIRST EV CHARGING STATION

OPENS AT MARKHAM MOOR Truckers who drive electric vehicles can now top up on the A1, after Shell opened its first electric truck charging station in the UK at the Shell Markham Moor Truck Stop in Nottinghamshire.

The Shell Recharge facility, which is situated alongside the A1, offers a 400kW charge point with two connectors designed for HGVs that can be booked via a reservation system.

The ‘book and charge’ system allows fleets to guarantee the availability of chargers and to reliably plan and schedule stops, reducing driver downtime.

Euan Moir, head of UK Fleet Solutions at Shell, said: “The future of commercial road transport will look mostly electric. That electric future is already coming to fruition in the UK.

“I have a level of visibility that I could never have imagined previously.”

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“Providing a seamless charging experience for drivers at Shell Markham Moor is another step in helping transport companies continue to operate efficiently during the energy transition.”

The location includes a café and 24/7 access to several amenities, so drivers can recharge themselves whilst they recharge their vehicle.

The Shell opening comes after Relode announced it is developing a UK-wide network of gigawatt-scale Power Parks, which will include electric heavy goods vehicle (HGV) charging hubs.

With electricity demand expected to more than double between now and 2050, the specialist electricity infrastructure developer will open-up gigawattscale grid connections at approximately 15 sites.

Each Power Park will feature a substation and associated cabling to bring electricity to the site, plus an electric HGV charging hub offering a combination of rapid and overnight charging for 50-plus vehicles.

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“The journey towards a cleaner transport world has started.

Join us for Destination Net Zero.”

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

100% ELECTRIC GRITTER ADDED TO THE BRADFORD COUNCIL

FLEET FOR THE WINTER SEASON In support of our ambition to protect and enhance the environment, Bradford Council are trialling an EV gritter which is 100% electric and has a range of up to 170 miles, enabling it to complete gritting routes with ease.

The innovative gritting vehicle not only enhances Bradford Council’s commitment to sustainability with zero emissions, it represents a significant set towards a greener future while maintaining the high standards of the Bradford Council gritting service. The EV gritter can achieve a full charge in less than two hours, runs near silent and offers a range of up to 170 miles, depending on load and road conditions. A major benefit of the electric vehicle is it has no tail pipe emissions of carcinogenic diesel fumes which affect the health of our communities and it saves carbon emissions so helps us respond to the Climate Emergency.

The electric gritter leased from Yorkshire-based Econ Engineering is funded from Clean Air Zone revenue so is offering a saving to the Council base budget. It is expected that there will be operational savings cost per mile of around 0.13p/ mile (based on current cost/KW and current price per gallon diesel).

Expanding on the fully electric HGV vehicle trial, looking at replacing the Council’s entire vehicle fleet with EV equivalents, the Council are keen to evaluate how moving to fully EV gritters could be possible in the future based on the trial during the 2024/25 winter season. The EV gritter trial this

• Bradford Council’s electric gritter at the Dixons Music Primary School

winter season will explore the vehicle’s attributes on different routes, capturing real time data from the vehicle such as the location, vehicle performance and battery life. The performance data will be analysed and used to assess the practicality of EV gritters for future years as well as on the use of new cost saving technologies.

Callum Mapplebeck, Principal Engineer at Bradford Council commented on the gritters performance, “Our drivers have reported that the electric gritter is a lot cleaner to recharge rather than refuelling, has no oil so there are no oil leaks and it a is offers a quiet drive which is a benefit when gritting in residential areas.”

Bradford Council’s Lead Member for Regeneration, Transport and Planning Councillor Alex Ross-Shaw said, “It is great to be extending the number of fully electric vehicles in the Bradford Council fleet as we move forwards looking ambitious target of achieving net zero carbon by 2038. It is important that we explore new technology solutions, switching to electric is as an investment for the future, and a powerful tool for reducing CO2 emissions.”

As part of a school competition, pupils at Dixons Music Primary Academy have named the electric gritter “Glittery Ice Machine”.

The EV gritter will be integrated into the Bradford Council fleet based out of Wakefield Road Depot where it will be treating roads in Little Horton, Great Horton, Wibsey, Woodside and the City Centre.

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

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New calls for zero-emission zones in Britain’s cities A new bid is being made by environmental campaigners to implement zero-emission zones in cities to tackle the climate crisis and drive the adoption of electric vans.

The proportion of electric vans currently sold in the UK is around half that in the Netherlands, where zero- emission freight zones are being introduced from next year.

However, with the right incentives and policies in place, Transport and Environment (T&E) and Clean Cities believe the UK can leapfrog other European countries in terms of electric van uptake in the coming years.

Analysis by the two groups reveals there would be more than enough electric vans on the market to enable zeroemission freight zones in the UK. The report – Zero-emission fleets in cities – claims that by 2026, there will be more electric van models available than diesel and petrol. And by 2027, the average price of an e-van will be cheaper than a diesel van.

The range of the models available today, the study finds, is already suitable for most van drivers. There are, it says, already 23 zeroemission models available with a range above 155 miles, including three models with more than 205 miles of range.

Company vans, it claims, drive 109 miles a day on average, though vans carrying goods drive more: 120 miles/day on average for business- to-business (B2B) delivery and 158 miles/day on average Instead of ending perks for electric vans next year, this Government should work with city leaders on a framework of policies for business-to-consumer (B2C) delivery.

Oliver Lord, head of strategy and UK at the Clean Cities campaign, said: “This study shows that, with the right incentives in place, our city leaders can work with businesses to be much more ambitious when it comes to zero-emission freight.

“Instead of ending perks for electric vans next year, such as the plug-in van grant or the London congestion charge exemption, this Government should work so that e-vans become the go-to choice.”

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Six benefits of electric vehicles for the UK’s businesses Close Brothers Asset Finance has been funding electric vehicles (EV) since they first started appearing on the UK’s roads. In this article we look at a few of the benefits EVs offer UK businesses.

1) Environmental impact The most compelling reason for businesses to transition to EVs is the positive environmental impact.

Traditional internal combustion engine (ICE) vehicles are major contributors to greenhouse gas emissions, which are a leading cause of global warming. By switching to EVs, businesses can significantly reduce their carbon footprint. EVs produce zero emissions, which means they do not emit pollutants such as nitrogen oxides and particulate matter that contribute to air pollution and respiratory problems. This shift is crucial for the UK to meet its ambitious target of netzero emissions by 2050.

3) Compliance with regulations The government has implemented stringent regulations to reduce emissions and promote clean energy. For instance, the sale of new petrol and diesel cars will be banned by 2035. By transitioning to EVs now, businesses can stay ahead of these regulations and avoid potential fines and penalties.

Early adoption also allows businesses to benefit from government incentives and support schemes designed to facilitate the transition.

5) Contribution to energy independence By adopting EVs, businesses can contribute to the UK’s energy independence. EVs can be powered by renewable energy sources like wind and solar, reducing reliance on imported fossil fuels. This not only supports the UK’s energy security but also helps stabilise energy prices, providing economic benefits to businesses.

2) Cost savings While the initial investment in EVs can be higher than that for ICE vehicles, the long-term cost savings are substantial. EVs have fewer moving parts, which means lower maintenance costs. There is no need for oil changes, and the brakes last longer due to regenerative braking systems.

Additionally, the cost of electricity is generally lower than that of petrol or diesel, leading to significant savings on fuel. The government also offers various incentives for businesses to adopt EVs, including grants and tax benefits, which can offset the initial purchase cost.

4) Technological advancements The EV market is evolving rapidly, with continuous and rapid innovations in technology, with modern EVs offer improved battery life, faster charging times, and greater driving ranges. These advancements have made EVs more practical and convenient for business use, even those with high mileage.

Additionally, the continued development of a robust charging infrastructure across the UK is ensuring businesses can operate EVs without significant disruptions. According to Zap-Map, at the end of October 2024, there were 71,459 electric vehicle charging points across the UK, across 36,060 charging locations and 108,633 connectors.

6) Employee benefits Offering EVs as company cars or providing charging facilities at the workplace can be an attractive perk for employees. It demonstrates that the business is forward-thinking and committed to sustainability.

Additionally, employees can benefit from lower running costs and tax incentives associated with EVs.

The transition to electric vehicles is not only an environmental consideration, but also a strategic business decision. As the UK moves towards a sustainable future, businesses that embrace this shift could be better positioned to thrive in the evolving market landscape.

For more information, please visit: closeassetfinance.co.uk 10 destination net zero | issue 16

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Success on a knife’s edge courtesy of legislation Grahame Neagus, Head of LCV, Renault Trucks UK & Ireland On Wednesday, October 30, 2024, a pivotal shift took place in our industry.

This was the date of the Budget announcement that, with the stroke of a pen, introduced significant tax changes, and effectively jeopardised the future of the 4x4 pickup truck as we know it. While many readers of this magazine may celebrate this move against ICE engines, for those of us in the OEM sector, the Government’s knee jerk reactions raise some pretty significant challenges.

The 4x4 pickup has long been an essential tool for operators in construction, utilities, agriculture, and forestry. These vehicles aren’t just transportation; they are a lifeline for professionals who require rugged, powerful, and reliable vehicles capable of towing 3 or 3.5 tonnes, navigating rough off-road terrain, and in all weather conditions. All of which

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require strong, torquey engines, able to meet the operator’s demands. Yet, the legislative changes, particularly in how these vehicles are taxed, threaten their very existence without offering a practical transition plan for the industries that rely on them.

The ICE dilemma and the transition gap The government’s rationale for tightening regulations around ICE vehicles is understandable. The push toward electrification aligns with the ZEV Mandate and broader environmental goals. However, achieving these objectives without transitional strategies or meaningful collaboration with industry stakeholders including OEMs and customers creates unnecessary disruption. The somewhat premature phasing out of ICE-powered 4x4

pickups—without viable electric or hybrid alternatives capable of matching their performance—leaves a void that cannot easily be filled.

Take, for instance, the only current electric pickup option in the UK market, albeit a 4x2 version. While an admirable step forward, it doesn’t meet the towing capacity, off-road ability, or rugged durability required by most users of traditional 4x4 pickups. If the government had consulted with OEMs and industry experts, a more transitional shift over say five years, introducing a hybrid systems before a full-electric transition— could have been planned. This would align with the phased approach required to meet ZEV targets while maintaining industry functionality.

Addressing reluctance Which brings us to the ZEV mandate, even as manufacturers roll out electric and hybrid vehicles, consumer adoption lags.

Infrastructure gaps, vehicle range anxiety and uncertainty about long-term residual values deter many potential buyers. While those of us in the industry know that most of these challenges are surmountable, they continue to hold back progress.

Legislation as a double-edged sword The success of the automotive industry— and indeed, its ability to support a smooth transition to zero-emission solutions— depends heavily on legislation. Sensible, well-considered policies can accelerate innovation and adoption, while poorly executed or abrupt measures risk derailing progress.

Consider the aftermath of the October 30 Budget. Dealers waking up on October 31 with allocations of unsold 4x4 pickups that suddenly became financial liabilities due to the new tax regulations. This kind of blunt policy shift risks creating economic shockwaves that could damage not only OEMs but also the industries that depend on these vehicles.

What we need is a collaborative approach with active dialogue and a sensible transition plan over the next five years.

Policymakers must engage with OEMs and end-users to design a pathway that balances environmental goals with the practical needs of businesses. Transitional incentives, phased timelines, and sensible open dialogue are essential components of a successful legislative framework.

Imagining the future By 2030, the landscape of commercial vehicles will look vastly different. The rollout of Euro 7 standards and advances in hybrid and electric drivetrains will have significantly reduced emissions across the board. Yet, achieving this future requires planning today.

The UK SME sector is deeply tied to its vehicles, which serve as both essential tools and reflections of their businesses. For many, a vehicle is more than transportation—it’s a statement of professionalism and success, whether for a builder, florist, or cake shop owner.

An old, rusting vehicle undermines their image, while a reliable and presentable one enhances it. Today, this might mean choosing an electric van for its efficiency and appeal, but looking ahead, the real question is whether time spent driving is the best use of a professional’s expertise. After all, a skilled plumber’s value lies in their plumbing expertise, not their driving ability.

One potential evolution lies in the adoption of autonomous electric solutions for small businesses. Imagine a world where tradespeople no longer rely on traditional vans but instead operate 5,6 or 8m3 autonomous electric pods tailored to their needs. These pods could collect materials and deliver tools all without requiring manual driving!

For example, a plumber could send an autonomous pod to pick up supplies from a local merchant, load up their tools, and meet them at the worksite. Throughout the

day, additional supplies could be dispatched as needed, maximising productivity and minimising time spent on logistics. After the workday, the pod could return to its base for recharging and maintenance, while the plumber commutes home via public transport or eBike.

While this may sound far-fetched in 2024, at Renault Trucks we’re already exploring concepts like this to demonstrate the potential of connected and autonomous vehicle technologies. However, these innovations will only become a reality with supportive legislation and infrastructure investment.

Collaboration is key At the heart of this discussion is the need for communication and partnership.

Governments must work with OEMs, businesses, and communities to understand the challenges and opportunities presented by the transition to zero-emission vehicles. Knee-jerk policies, however wellintentioned, risk alienating stakeholders and slowing progress.

The transition to a zero-emission future is a shared journey. By working together, we can create a roadmap that balances environmental responsibility with economic viability. Let’s ensure that future legislation reflects this balance, enabling innovation while supporting the industries and communities that drive our economy.

In the words of those of us navigating this transformation daily: all we ask is to have dialogue and be heard.

issue 16 | destination net zero 13

Industry’s first CTP-S battery Farizon SV Sets New Safety Standard with Euro NCAP Platinum Rating

The Farizon SV, a new

pure-electric van from Chinese automotive manufacturer Geely, is poised to make a significant impact on the UK’s commercial vehicle market upon its anticipated release in early 2025. Designed to rival established models like the Ford E-Transit and Vauxhall Vivaro Electric, the Farizon SV offers a compelling combination of range, payload capacity, and affordability.

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Design and Specifications The Farizon SV is engineered to meet the diverse needs of European fleet operators. It boasts a substantial payload capacity of 1,800 kg, accommodating a wide array of cargo requirements. The van will be available in three distinct sizes, with lengths ranging from 4,990 mm to 5,995 mm and heights from 1,980 mm to 2,500 mm, providing flexibility for various operational demands.

Under the hood, the Farizon SV is equipped with a robust electric powertrain that delivers a range of up to 250 miles on a single charge, making it suitable for

both urban deliveries and longer regional routes. The van offers multiple battery configurations, allowing operators to select the option that best aligns with their specific range and payload requirements.

Safety and Technology Safety is a paramount consideration in the design of the Farizon SV. The vehicle incorporates advanced safety features, including dual-redundancy drive-by-wire systems for both braking and steering. This technology ensures that the van maintains operational control even in the unlikely event of a system failure, thereby enhancing overall safety for both the driver and other road users.

In addition to its safety systems, the Farizon SV is expected to include a suite of modern technological amenities designed to improve driver comfort and operational efficiency. While specific details have not been fully disclosed, it is anticipated that the van will feature an intuitive infotainment system, connectivity options for fleet management, and driver assistance technologies to support safe and efficient driving practices. cont.

“As Farizon continues to expand its overseas market, its SV is gradually making its global debut.” issue 16 | destination net zero 15

Market Positioning and Pricing One of the most compelling aspects of the Farizon SV is its competitive pricing. With an estimated starting price of around £30,000, it is positioned significantly lower than its main competitors, such as the Ford E-Transit and Vauxhall Vivaro Electric, which typically start at approximately £50,000. This pricing strategy is likely to attract a broad spectrum of businesses, from small enterprises to large fleet operators, seeking cost-effective electric vehicle solutions.

Development and Testing The Farizon SV has undergone rigorous testing to ensure its durability and reliability in demanding operational environments. Geely has subjected the van to a comprehensive one-million-mile testing and development program, simulating a wide range of driving conditions to validate its performance and longevity. This extensive testing regime underscores Geely’s commitment to delivering a high-quality, dependable vehicle to the market.

Strategic Partnerships and Market Entry The introduction of the Farizon SV into the UK market is being facilitated through a strategic partnership with Jameel Motors, a distributor with a strong presence in the automotive sector.

This collaboration aims to leverage Jameel Motors’ market expertise and distribution network to effectively penetrate the UK market and establish the Farizon SV as a viable alternative in the electric van segment.

Implications for the Commercial Vehicle Market The arrival of the Farizon SV is set to intensify competition in the UK’s electric van market, challenging established manufacturers and potentially accelerating the adoption of electric vehicles within the commercial sector. Its combination of affordability, substantial range,

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and payload capacity addresses key considerations for businesses contemplating the transition to electric fleets.

Moreover, the Farizon SV’s entry into the market aligns with broader environmental objectives, supporting efforts to reduce carbon emissions and promote sustainable transportation solutions. As businesses increasingly prioritize sustainability, the availability of cost-effective electric vehicles like the Farizon SV is likely to play a pivotal role in facilitating this transition.

Conclusion The Farizon SV represents a significant advancement in the electric commercial vehicle sector, offering a blend of performance, safety, and affordability that is poised to resonate with a wide range of businesses. Its forthcoming introduction to the UK market marks a noteworthy development in the ongoing evolution of sustainable transportation solutions, potentially setting new benchmarks for value and capability in the electric van segment.

SPECIFICATION Farizon SV is designed to meet stringent European standards, specifically targeting the European market. The goal is to achieve full coverage in major global markets, offering users worldwide an exceptional value experience equivalent to that of traditional fuel vehicles Super Mileage • Industry’s first CTP-S battery • Maximum 2.4C charging/discharging efficiency • Maximum range of 398 km • Charging from 20% to 80% in just 30 minutes • Integrated electric drive system with the industry’s strongest power output • Ultra-low energy consumption and super strong power

Super Shield • Over 70% high-strength steel usage, with the top pressure resistance up to 45000N • 30 intelligent safety features equipped, including adaptive cruise control (ACC), Urban/ Highway Intelligent Cruise Control (ICC), and advanced driver distraction warning (ADDW) • Platinum Rating from Euro NCAP, highest score of Chinese new energy commercial vehicle brand. https://www.euroncap.com/en/truck-van-safety/ commercial-van-ratings/commercial-van-ratings/ Super Aesthetics • 6 exterior color options • Mirror-like body design, reflecting surrounding scenery • Electrified original styling with highly recognizable full LED headlights • 0.29 cd aerodynamic drag Super Capacity • High-roof version of 13 m³ • 145mm ultra-thin battery, short front overhang, best-in-class compartment utilization rate • hidden B-pillar design, facilitating easier loading/unloading end.

• With the cube shape design and an inner width of1,600mm, the 6m3 cargo capacity is 10% larger than products of the same class. issue 16 | destination net zero 17

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.

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

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

“For the first time, large organisations will have a real incentive to help their transport suppliers invest in low-carbon technology” 18 destination net zero | issue 16

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. end

• 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 issue 16 | destination net zero 19

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

20 destination net zero | issue 16

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”

• James Venables

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.”

issue 16 | destination net zero 21

Transforming Fleet Management with

Goodyear’s Tyres-as-a-Service In summer 2024, Goodyear introduced a subscription-based, Tyres-as-a-Service offering designed to help reduce total cost of ownership for fleets and reduce vehicle breakdowns. Richard Tawlks, Manager Fleet Mobility, UK, Goodyear, explains more in this interview.

How does Goodyear’s new Tyres-as-a-Service offering focus on efficiency while supporting fleets in driving sustainability?

Goodyear’s Tyres-as-a-Service reflects the company’s commitment to creating efficiencies for fleets by helping reduce fuel consumption and minimising breakdowns to influence total cost of ownership. By leveraging real-time tyre insights, predictive maintenance, and continuous monitoring, Goodyear enhances tyre performance and supports optimal conditions on the road. This focus on consistent tyre conditions and vehicle uptime reduces unnecessary resource use and helps fleets operate with fewer disruptions.

and treadwear around the clock. This data flows into the Goodyear Mobility Cloud, where it’s analysed in real-time. Goodyear uses these insights to proactively alert fleet managers about potential issues, from low tyre pressure to maintenance needs, allowing for early intervention. The Halo® Tyre Inflator also ensures automatic tyre inflation to keep tyres running efficiently and consistently.

How is servicing managed within this offering?

Richard Tawlks Manager Fleet Mobility, UK, Goodyear

What specific improvements can fleet managers expect in their operations?

Fleet managers using Goodyear’s Tyres-as-a-Service gain an end-to-end tyre management solution that helps with tyre maintenance to reduce tyre-related issues. In recent pilots, the Tyres-as-a-Service solution helped reduce total cost of ownership, contributing to a nearly 80% reduction in emergency vehicle breakdown events and a 100% reduction in customer-owned inventory for a last-mile delivery fleet operating in the U.S. Similarly, Goodyear’s new subscription helped a commercial fleet in Europe experience a nearly 50% reduction in emergency breakdown events and up to 4% reduction in fuel consumption compared to the prior year.

Could you walk us through the technology behind Goodyear’s Tyres-as-a-Service?

Goodyear’s Tyres-as-a-Service solution integrates Goodyear’s premium tyres with smart sensor technology to monitor tyre pressure, temperature,

With Goodyear’s extensive service network, fleet managers can count on immediate support whenever they need it. When a maintenance need or issue arises, Goodyear coordinates the service automatically, dispatching a technician to the fleet’s location to perform the required work or will suggest alternative solution regarding maintenance. This streamlined process minimises downtime and ensures that tyres are ready to be back on the road as quickly as possible, allowing fleet managers to focus on their core business rather than on tyre logistics.

What have you observed in terms of real-world results for fleets using this solution?

To find out more about Goodyear’s Tyres-as-a-Service, and how it can reduce total cost of ownership for fleets please visit:

The results so far are very encouraging. In addition to reductions in vehicle breakdown events, a lastmile delivery fleet operating in the U.S. experienced as much as a 100% reduction in customer-owned inventory. Moreover, helping in the reduction in emergency breakdowns—nearly 50% for one European commercial fleet—demonstrates how effective predictive maintenance and proactive service can be in minimising operational disruptions.*

*Based on Goodyear pilots with selected European and US fleets

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Reduce time spent on tyre management, proactively reduce breakdowns, and lower total cost of ownership.

Goodyear acts on your behalf to: • Remotely monitor tyre health 24/7 • Identify necessary tyre service actions • Contact service providers proactively

Electric trucks go Low and Aero Launch report: Volvo FH Aero Electric and FM Low Entry Electric. Words: Eddie Carson

In

the race to slash carbon emissions, European truck manufacturers are increasingly bringing new trucks to market that offer operators an alternative to diesel-fuelled road transport. All the major OEMs – and some new start-ups – are beavering away with battery electric trucks that promise zero-emission deliveries for companies looking to lower their carbon footprint. Some are further along than others, but Volvo Trucks is right at the front with its offer of no fewer than seven electric truck models spanning light-, mediumand heavy-duty specifications (eight if you include the VNR Electric for the North American market).

Its latest release is the FH Aero Electric, which has a new streamlined cab with a range of improvements that combine to produce “our most efficient truck ever”, according to Volvo president, Roger Alm. Unveiled at the end of January, FH Aero Electric makes use of the revised 2019 EU Masses & Dimensions regulations which permit longer cabs. This enable the front of the cab to be extended by 240 mm compared to regular FH to create a sleeker aerodynamic profile. Cab options are low sleeper, sleeper, and Globetrotter in standard and XL forms.

• Improved aerodynamics increase range 24 destination net zero | issue 16

Corners have been rounded off to ease air flow around the truck. Gaps between panels on the cab front and leading into the engine bay have also been sealed off, and gaps have been reduced between the truck and trailer body.

The top of the cab has been made a bit sleeker to aid the flow of air up and over the vehicle.

Volvo claims these tweaks give Aero an 11% aerodynamic efficiency improvement for a standard tractor/trailer combination compared to regular FH. Axle configurations are 4x2, 6x2 and 6x4 for tractor units; and 4x2, 6x2, 6x4, 8x2 and 8x4 for rigids. All axles are air suspended. GCW is up to 44 tonnes.

In terms of battery capacity, FH Aero can carry 4-6 battery packs to give between 360-540 kWh of power. Range is quoted as being up to 300 km for a 4x2 tractor unit and standard trailer. Charging time from empty to full is 9.5 hours with AC (43 kW), and 2.5 hours with DC (250 kW).

The driveline is made up of Volvo’s super-smooth I-Shift gearbox mated directly to either two or three electric motors. This arrangement gives up to 330490 kW of continuous power.

A new, enlarged Volvo badge sits low down on the Aero, which offers operators a decent space to use for signwriting. A fresh grille design features a striking grid pattern. Additionally, the integrated front step is large enough to not only be good for windscreen cleaning, but also doubles up as a spacious bench complete with handy cup holder.

Internally, the changes are subtle. The dashboard remains largely unchanged, save for a few additional USB ports. However, a new key fob features a pre-trip lamp inspection function to cont.

“FH Aero Electric makes use of the revised 2019 EU Masses & Dimensions regulations which permit longer cabs.” issue 16 | destination net zero 25

activate lights, and Volvo said keyless start will soon be mandatory for electric trucks.

The audio system has been upgraded and is available in two versions: Selected or Extended. Both feature six high-quality speakers, while the Extended system boasts a new power amplifier and a powerful subwoofer for a more immersive experience.

Infotainment software has been tweaked, with the driver-side display now offering customisable widgets and the ability to save presets for individual drivers. The Navigation app not only calculates trips based on the vehicle’s profile and load, but also provides better notifications for speed cameras, sharp bends and other road hazards. Map updates are conducted over the air, so downloads can be triggered remotely.

A dedicated My Truck smartphone app gives drivers control over cab climate settings, door lock status and alarm checks.

Additionally, it provides real-time monitoring of lights and battery charging status. Drivers can also use the app to pre-condition the cab climate ahead of their shifts to ensure a comfortable start to their journeys.

CMS has a ‘Zoom Out’ function which gives a wider view at the touch of a button. It also features automatic panning so the end of the trailer is always in view. The system uses fixed panning when reversing, with three options: normal view, wide (18 degrees wider) or extrawide (even wider still). A security mode enables drivers to check around the truck via the monitors when parked up. This can be activated via mirror controls or the control panel near the bunk.

CMS can be spec’d with Corner View, which replaces front/kerb mirrors with a down-facing camera fed to the driver info panel on the centre console. This automatically appears when indicating left on right-hand drive models, or right on LHD. Volvo has also worked hard to alleviate that common driver complaint for digital mirrors: namely, low-light performance. CMS uses infrared sensors built into each camera arm

An important part of FH Aero Electric’s aerodynamics is Volvo’s new Camera Monitor System (CMS), which replaces conventional mirrors with rear- and downfacing cameras feeding screens in the cab.

CMS cameras reduce drag as they present a slender and smaller frontal area than mirrors.

The passenger side CMS display measures 15 inches, while the screen nearest the driver is 12 inches to improve visibility around the A-pillar. Buttons beneath the driver’s side screen are used to control camera heating, panning and brightness, while other camera adjustments can be found on the door sill.

• Low entry truck is battery only 26 destination net zero | issue 16

• Floor is 250mm lower than standard

which Volvo claims makes performance in low-light and pitch-black conditions almost as good as daylight. In fact, the darker it is outside, the clearer the image will be, according to the manufacturer.

Volvo has upgraded its safety technology for its latest models. Side Collision Avoidance Support (SCAS) employs radars on both sides of the truck to alert the driver of nearby road users or pedestrians. A new feature, Door Opening Warning, maintains SCAS for two minutes after engine shutdown and warns if a road user is detected when the door is opened.

Intelligent Speed Assist (ISA) utilises the front camera to read traffic signs and provide speed limits, overtaking restrictions, and height

limitations to the driver via the dashboard.

ISA now displays the permitted speed limit for the specific vehicle combination and issues warnings for overspeeding. Map data supplements ISA accuracy and provides advance notice of upcoming speed limit changes.

Additionally, the software automatically converts between miles and kilometres based on the truck’s location.

Pilot Assist acts as an enhanced Lane Keep Assist, using a front camera and Dynamic Steering to maintain lane position. It enables I-See cruise control to navigate corners, bends and roundabouts without disengaging. An alarm triggers if hands are removed from the wheel, with escalating warnings leading to a full halt with hazard lights activated if hands are not detected after 45 seconds.

Also launched is the new FM Low Entry (FMLE) – the first Volvo truck to be exclusively available with an electric powertrain. Designed for urban and municipal tasks such as refuse collection where visibility and cab accessibility are paramount, FMLE is powered by four battery packs and two electric motors. It uses a shortened FM crew cab which has been positioned 500 mm forward and 250 mm downward, putting the driver at eye level with pedestrians and other road users.

FMLE is aiming for a five-star DVS rating at launch and includes a completely flat floor, achieved by spreading out high-voltage components, along with the option of a twoor four-seat set-up and an interior height of up to 1945 mm. CMS can be fitted as an option.

FMLE is rated up to 32 tonnes and can be spec’d with two, three or four axles. Dynamic Steering is standard across all FMLE cabs for better manoeuvrability, while wide doors and a single step keep cab access nice and easy. A kneel function can also lower the cab by an additional 104 mm if necessary. end

“A new feature, Door Opening Warning, maintains SCAS for two minutes after engine shutdown and warns if a road user is detected when the door is opened.” issue 16 | destination net zero 27

Bridgestone heats up the retread market Switching to retread truck tyres can help transport fleets shrink their carbon footprint and reduce their impact on a planet under growing pressure, says Bridgestone. Words: Steve Banner

Did you know

that around three-quarters of the material used to make a new tyre is reused when a retread is created with 32kg of rubber and 14kg of steel recovered from the old tyre?

“It’s a good example of the circular economy at work,” says Andrea Manenti, Bridgestone’s north region vice-president responsible for the UK and the Republic of Ireland.

Nor are these the only environmental advantages, the manufacturer stresses. Building a retread consumes up to 70 litres less oil than making a new tyre, and up to 80% less CO2 is emitted while it is being manufactured.

Any suggestion that retreads are a poor substitute for new tyres should be dismissed, Manenti insists.

“Inspection processes such as shearography, nailhole detection and inflation testing have resulted in quality retreads that are every bit as good as new tyres,” he says. “There are multiple inspection stages making the quality checks on the finished product as comprehensive as they get.”

Working in a similar way to an ultrasound scan, shearography analyses the tyre’s core structure in order to identify any faults that may be hidden under the surface.

To demonstrate its commitment to retreading, Bridgestone is pumping almost £5m into its retread factory in Bourne, Lincolnshire in a three-year investment programme. It is reshaping the range of tyres the plant produces at the same time.

Until recently pre-cure retreads accounted for 60% of Bourne’s output. The difficulty was that UK hauliers much prefer hot-cure retreads, which make up four-fifths of the market; so Bridgestone was missing a trick.

The reason is not hard to fathom.

Back in 2009 Bridgestone bought US-based retreader Bandag and still uses its brand-name.

Bandag based its business on pre-cures, which explains the bias in favour of them until now.

“Building a retread consumes up to 70 litres less oil than making a new tyre, and up to 80% less CO2 is emitted while it is being manufactured.”

28 destination net zero | issue 16

That bias has come to a halt with Bridgestone’s launch of a new hot-cure range under the Bandag Hotread banner.

Seventeen new hot-cure variants will arrive this year, with eight already available.

The line-up includes the R-Trailer 002 trailer tyre as a 385/65 R22.5 and the R-Drive 002 drive-axle tyre in a line-up that includes 295/80 R22.5, 315/70R22.5 and 315/80 R22.5 sizes.

“We’re growing the hot-cure range and we’re retiring some of the pre-cure products,” says Bridgestone service operations business partner, Mike Howling.

The new crop of hot-cures delivers better performance than the previous offerings says Bridgestone. According to tests the manufacturer has conducted itself, the R-Drive 002’s rolling resistance is up to 25% lower than that of its M730 predecessor.

The increased emphasis on hot-cure is reflected in the new equipment the factory has acquired. It includes eight additional hot-cure presses and a new hot-cure rubber extruder.

The swing in favour of hot-cure has been rapid. Pre-cures had fallen to 40% of factory output at the time of writing, with hot-cures now dominant.

So what’s the difference between hot-cure and pre-cure?

With a hot-cure, new rubber is applied to the circumference of the casing which is then placed in a press which moulds on the tread pattern. It does so at a temperature of 155 degrees C maintained for up to 90 minutes.

With pre-cures, ready-formed treads are applied to casings using an extruder/builder.

Once the tread has been applied the tyre is placed in a rubber bag, all the air is evacuated from the bag, and the tyre is cured in an oven at 115 degrees C for four hours.

Hot-cures have a more attractive appearance than pre-cures, and can be difficult to cont.

• Tread pattern is imposed by a press issue 16 | destination net zero 29

distinguish from their new equivalents. They may be a little cheaper too.

Pre-cures are said to last longer because of the density of the tread rubber employed. The lowertemperature process can also place less stress on the tyre carcase.

The plant’s new machinery is more productive than existing equipment says Bridgestone, and not as CO2-intensive. Says Manenti: “There’s been a big focus on making retreads more efficiently, with reduced energy consumption.”

At present the factory makes 70,000 retreads annually. However the total could increase to up to 100,000 a year over the next five years, the company predicts, as demand for Bandag Hotreads rises.

In 2022 alone Bourne recycled 4,400 tonnes of scrap tyres and 520 tonnes of rubber dust says Bridgestone. This equates to savings of 4m litres of oil, 2,000 tonnes of rubber, 900 tonnes of steel and almost 4,000 tonnes of CO2 emissions compared with the equivalent production of new tyres, it claims.

• 70,000 tyres processed annually 30 destination net zero | issue 11

• Inspection processes are rigorous

Running on retreads can contribute to shrinking tyre costs per kilometre by almost one-third compared with relying solely on new tyres, Manenti contends. He is conscious however that cheap new tyres with unfamiliar names shipped in from the Far East are competing aggressively with Bridgestone’s retread portfolio.

Such tyres tend to be single-life only, says Bridgestone, and are not usually suitable for retreading. By contrast, a premium new tyre from manufacturers such as Bridgestone, Michelin, Continental and Goodyear can potentially be retreaded twice if it has been properly maintained.

“We firmly believe that retreads have got to replace cheap imports,” Manenti states.

Boosting the benefits of retreads is in tune with Bridgestone’s professed aim of achieving greater sustainability in everything it does.

It wants the entire group to use 100% sustainable materials and be carbon-neutral by 2050, and intends to boost the share of recycled and renewable materials in its tyres to 40% by 2030. It is also working with

Michelin to increase the use of recovered carbon black in new tyres.

As things stand less than 1% of all the carbon black used in new tyres produced globally comes from recycled end-of-life tyres says Bridgestone. Increasing this percentage will reduce the industry’s reliance on petrochemicals.

Fleet operators tendering for work may find using retreads gives them an edge when they are completing the tender document.

At some point they will be asked what they are doing to shrink their carbon footprint and become better stewards of the environment. Running on retreads can form part of their answer. end

“As things stand less than 1% of all the carbon black used in new tyres produced globally comes from recycled end-of-life tyres says Bridgestone.” issue 11 | destination net zero 31

Shocking times

Scania laid on an event in Norway to demonstrate the capabilities of their new electric trucks along with demonstrating how hauliers have moved to electric in the country. Words: Jack Sunderland

The move to electrify

heavy goods transport is well underway in Norway. The government, large companies and hauliers are all working together and it really is working. Truck manufacturers have been promoting their new battery electric ranges heavily and Scania put together an impressive event in Norway to show off their new generation of electric trucks while also giving an insight into hauliers who have them in service.

Norway is a unique case. The country is extremely rich in natural resources with the ability to generate colossal amounts of electricity courtesy of hydro power which the geography of the Fjords lends itself perfectly to. They’re also rich in oil and gas, of which the UK is a major importer of, so the Scandinavian nation has the best of both worlds.

To put things in perspective, Norway generates so much electricity at times that without the ability to store it all, they’re delighted to let hauliers draw the power from the grid for their trucks. They’ve invested heavily in infrastructure and there’s a real desire and willingness across the board to make it work.

It’s a very different situation in the UK. If you go online you’ll find a lot of resistance from drivers to electric trucks, but few have ever driven one. There are electric trucks operating in the UK, but in small numbers due to the huge step up in cost over a diesel and the lack of infrastructure. Having seen the case studies in Norway of a supermarket haulier and a heavy-duty powder tank operation which moves product from quarry to port using some impressive S-series drawbar outfits, electric can work in a variety of roles.

“There are electric trucks operating in the UK, but in small numbers due to the huge step up in cost over a diesel and the lack of infrastructure.”

32 destination net zero | issue 13

Hauliers will ultimately move to use whatever is competitive and viable, but it looks like the gap between Norway – admittedly perhaps an exceptional example – and other European countries and the UK may only widen in the coming years. Currently, an electric truck costs about three-and-halftimes as much as a diesel, then there’s the cost of installing a charger at base and the potential need for them to be available on the road. Hauliers cannot be expected to bear the costs alone; large corporations for which transport is essential need to step up. Quarry companies, pallet networks and supermarkets for example need to support hauliers by providing incentives to move to electric along with charging infrastructure. They’re the ones that can afford it. It’s clear the government needs to do a lot more if they really want this to happen as well. The new government’s

energy policy appears to be some vague hope that solar and wind is going to be the magic solution to replace fossil fuels. To make electrification truly worthwhile there is no point in burning gas in power stations to power trucks that could potentially be running on bio-gas or HVO but that’s a story in itself.

Make no mistake, these new electric trucks can really do the business and they’re not the horrific loss of liberty a lot of paranoid posters on the internet would have you believe. The truck makers are doing their bit, and then some.

Bear in mind their R&D departments cannot focus on just one type of power, they’re also continuing to develop combustion engines while also looking into hydrogen technology. Battery cont.

issue 13 | destination net zero 33

technology is advancing at a great pace; with the cost and lifespan of batteries it’s unlikely these trucks will be bought outright and will instead by leased. It’s likely that the batteries of tomorrow will be much more efficient, providing the long range hauliers crave. It may be that trucks have their batteries replaced for better ones, but again the haulier can’t be expected to shoulder the full cost of that.

Norwegian green Putting the questions to one side, let’s focus on the new Scania electric truck.

Scania brought us to Norway to see a fleet of electric trucks in service for ASKO, the largest supplier of food products to stores and supermarkets in the country. It works perfectly. Scania were keen to show off what their new electric trucks could do and set up an impressive 185km drive taking in motorways, twisting lakeside roads, steep hills and descents and some of the finest scenery Norway has to offer. We were fortunate to get to drive the new 45R which has a power output equivalent to over 600bhp and a top-spec V8 amount of torque - 3500Nm – which you get from idle.

their spouse. An electric truck can’t be the same, can it? A soul-less milk float, they cry. Well, they’d be wrong. It’s not quite the same as a diesel but it’s closer than you might think and it has a lot going for it.

Powerful The driving experience is very good and potentially it’s excellent. Climb into the cab and it’s the same as any other R-Series. This is a pre-production model: production versions will have the revised interior with a new dash which incorporates a digital touchscreen. The existing dash and interior from 2017 has aged well and remains one of the best.

The electric has identical switchgear and steering

Some electric trucks have the potential to take off like a rocket, so Scania will work with the haulier taking the truck into service to fine tune the driveline to maximise the range. A supermarket lorry grossing 32 tonnes with a tandem trailer burning off cars at the traffic lights is unnecessary and may attract unwanted attention. Not to mention the strain on the differential and tyres. In any case the performance is effortless and this, along with the fact that a Scania like this 45R is virtually identical to a 460R diesel is likely to gradually win over drivers. It certainly has in Norway. Trucks are emotive pieces of equipment and that’s often a major reason while people drive them, the thrum and heartbeat of a diesel engine. People make films and write songs about them and give them girl’s names. Drivers can spend more time with their truck than they do

“This truck is great to drive, and it’s obvious that it CAN work. The truck makers are now able to build electric trucks that can do almost anything.”

34 destination net zero | issue 13

wheel to the diesel’s. Drive is engaged using the same column stalk and there’s a six-speed gearbox sending that 3500Nm torque to the road.

The artic was freighted at about 37 tonnes, but it may as well be empty for all the difference it makes. The truck pulls away quietly but you do get a bit of humming noise from the driveline. It’s incredibly smooth, and once you’re up to speed with the cruise on there’s barely any difference to a diesel. It steers the same, brakes the same, looks the same from the driver’s seat barring the rev counter is replaced with a power gauge. It’s very nice, just like a conventional R-Series it’s surprising how quickly you forget it’s electric.

The party piece is when it gets to a hill. Bearing in mind this truck would likely replace your average supermarket

truck with modest 11-litre engine that struggles on hills at full weight, the 45R sails up them as effortlessly as a 770 V8.

Reservations drivers had about taking these out would probably soon be forgotten when it becomes apparent that they glide past almost anything on a hill.

On downhill section you activate the retarder which then recharges the battery.

On a long downhill section, it sent a few % points back into the system. Interestingly, according to our calculations, this truck would have been able to do 550km before needing a charge. That’s 341 miles; an awful lot of hauliers could do a whole day’s work on that. Plus, if you have a fast charger (if) you can charge it from empty to full in 83 minutes. A 45-minute charge break on a run that’s likely to max your driving hours out in a day would give you range to spare.

This truck is great to drive, and it’s obvious that it CAN work. The truck makers are now able to build electric trucks that can do almost anything. Electric is already working in Norway and in the next few years we’ll see a lot more progress with electric trucks there. The UK authorities would do well to take a trip there to see how they’re doing it. Norway has unique advantages with their hydro power, but there’s so much more which needs to be done in the UK by the government and FTSE 100 companies in terms of incentives, infrastructure and energy. Scania is holding up their part of the deal and going on how impressive this truck is now, and the pace of progress with battery technology it’s likely that genuine long haulers won’t be far away. end

issue 13 | destination net zero 35

Right second time?

After a less than stellar start with the original eSprinter, it looks like Merc might have built an electric van worthy of the three-pointed star. Words: Greg Randall

From

the shimmering seas of the Pacific coast to the rocky peaks of its Sierra Nevada mountain range, California has the highest saturation of electric vehicles of any US state.

Los Angeles, the pulsating megalopolis with more than 18 million residents, is at the centre of the Californian EV economy with the majority of the state’s 1.4 million electric vehicles registered in the city. Electric vehicles currently make up 20% of all new vehicle sales but there’s still work to be done. Under the ‘no-gas mandate’, 35% of all new vehicles must be zero-emission by 2026. As a result, there are hefty incentives in place, from cash discounts to tax credits, to get people to go green and California has poured more than $1bn into companies that are electrifying the state with charging points.

more power. It’s everything that EV customers are clamouring for.

The van itself is unchanged in style from the first model but the changes under the skin are significant, and there’s a greater choice of body styles too. What’s more it’s also now being built in the US with a hefty investment of €150m in bringing Mercedes’ plants in Charleston, South Carolina, as well as its German factories in Ludwigsfelde and Düsseldorf up to speed for this new generation of electric van. In total, the whole project has said to have cost Mercedes €350m. There’s no doubt then that the eSprinter needs to be a success, and the new van’s bigger batteries are certainly a key ingredient in their plans.

California is certainly ahead of the curve compared to the rest of the country where just 7.6% of new sales are for EVs, and although cash payments and lower taxes sound like excellent reasons for Californians to switch away from fossil fuels, access to them is complex. There’s no hard and fast rule on who will get them and when it comes to a commercial vehicle not all businesses or owners will qualify. While California sounds like an EV paradise, and an ideal destination for the launch of the new Mercedes-Benz eSprinter, it’s no guaranteed homerun that the big Merc van will be a success, even in this clean-living state.

Mercedes, however, sees not just California but the US as a whole as a huge opportunity for the new eSprinter. This second generation of van has bigger batteries, longer range and a good deal

“Battery sizes have increased, with 56kWh, 81kWh and 113kWh batteries” 36 destination net zero | issue 16

First launched with a 85kW motor and 55kW/h driveline borrowed from the eVito and in a single body size, the eSprinter gets far more options both with its powertrain and the vehicle configurations in its new guise.

Gone is the lonely option of a panel van wih high roof and standard wheelbase, replaced by a panel van or chassis cab available in two body lengths. There are now Pro or Select trim levels and Mercedes will also eventually offer conversions direct from the factory that will include dropside and refrigerated models.

Battery sizes have increased, with 56kWh, 81kWh and 113kWh batteries. Deliveries will start with the biggest 113kWh battery available at launch in the US, while UK customers will officially only get the choice of the top two batteries – largely because UK fleets never took a shine to the 55kWh battery size in the previous van – however, special requests for the smaller battery will be possible.

A big improvement has also been made in the chemistry of the batteries which are now lithium iron phosphate rather than the nickel-manganese-cobalt cells used in some Merc passenger cars. That means fewer rare earth metals, often sourced in dubious conflict zones causing tremendous harm to the local environment, are needed.

The batteries range in weight from 470kg for the smallest battery, up to 850kg for the largest. Mercedes has also increased the gross vehicle weight of vans with the largest versions to 4.25-tonnes to ensure that the payload can meet the requirement of all fleets with up to 1575kg possible.

Of course, a large battery means a big kerbweight and the 113kWh battery vehicle we tested in a warm and sunny Los Angeles weighs in at a chunky 3248kg.

For that reason, it is only available at 4.25-tonnes GVW and because of the

physical size of the battery pack it only comes as an L3 length van. Even with the addition of 750kg to the plated weight, payload is just over one tonne. The flipside being that the large battery pack returns a huge number of miles with Mercedes’ own testing eeking out 475km (295 miles) in a long-distance drive between Los Angeles and Las Vegas on a single charge.

Officially, according to the WLTP figures it’s capable of 271 miles but in the real world with a payload it will likely fall closer to the 220-mile mark. Nevertheless, it’s a huge improvement from the 95-mile range of the previous model. Moreover, it’s now capable of genuinely fast charging, with speeds of up to 115kW on a DC supply. A charge from 10% to 80% will take just 42 minutes, or around 11 hours using a three-phase 11kW supply to charge it from flat to 100%. If you don’t have access to fast charging, it’s probably best to steer clear of this large battery model as on a single-phase 7kW supply the 113kWh battery will take up to 17 hours to recharge.

The eSprinter has had a significant interior upgrade with the introduction of the full MBUX system. Not only does that give you a digital dash display and central infotainment system, both with 10.25-inch screen, it also means there’s now Hey Mercedes voice control. It’s also got DAB radio, Bluetooth, and wireless smartphone connectivity. The entry-level Pro van gets heated electric mirrors, multifunction steering wheel, heated front driver seat, air conditioning and a reversing camera. There’s also a huge number of safety systems fitted as standard, the best of which include cruise control, cont.

• There is now a wider choice of body and battery options issue 16 | destination net zero 37

Blindspot Assist, Active Lane Keeping Assist and Intelligent Speed Assist.

An upgrade to the Select model adds a few nice-to-have features, but it isn’t the massive step-up in quality you’d expect from a top-end Merc. Instead, you get front and rear mudflaps, a leather steering wheel and a more comfortable driver’s seat. A fun little fact is that there’s also an upgrade to the cupholders. Larger, more Americansized, drinks holders are added in the position where the gearshift would normally be found, ready to swallow a Big Gulp 50oz soda – that’s a massive McDonalds takeaway drink, to you and I. The posh van also gets useful covered compartments in the top of the dash and LED headlights with automatic high beam assistance, or ‘dipping’, as we used to call it.

The old and new eSprinters share the same appearance but there’s a huge difference in the technology deployed under the skin. The new rear axle contains the electric motor, while new high-voltage components and control systems are in the front portion of the van. The battery packs are all housed under the floor in the centre of the van in a toughened protective case to prevent damage. Importantly, there’s also a lot more body sizes available. The eSprinter was originally only available in one size with a 11m3 capacity, but the new model will have a loadspace of up to 14m3 for the largest panel van. It also boasts a two-tonne towing capacity.

• Max load volume is 14m3 38 destination net zero | issue 16

As the Sprinter is a bigger van with larger batteries you’d be forgiven for thinking that it might not be the quickest, but with 150kW, the equivalent of 201hp, the eSprinter is brisk. For our drive around LA we had a 200kg payload, which wasn’t really going to stretch the van’s abilities but the typical rear-wheel-drive Sprinter layout coupled with accurate steering and 400Nm of instant torque made it an entertaining van to drive.

Its ride is particularly good, delivering the sort of comfort you’d expect from a Merc, and its grip and stability on the road is improved over the ICE van thanks to its lower centre-of-gravity. It’s also surprisingly nimble for a large van, and devoured countless freeway miles in California with ease.

There are three driving modes: Comfort, Eco, and Maximum Range; that offer different characteristics. If you’re concentrating on maximising your range, then Maximum Range is the obvious (!) choice as it reduces power by 20%. Eco gives you slightly more go, and Comfort lets you have the full amount. There’s also Mercedes’ usual regenerative braking system, except this time it’s been improved with a new option called D Auto to add to the D-, D, D+ and D++ modes.

D Auto uses the radar-sensor to select the best of all the modes based on the traffic or the terrain so that when approaching stationary traffic and you lift off the accelerator it will automatically put it into the most severe mode (D-) to try and regenerate the battery and save you having to brake. It also works up hills, in much the same way as predictive cruise control does in a truck. As you crest the hill it will select D++ allowing you to coast down the hill. It takes the hassle out of selecting regen modes and on the whole works well to make your driving less stopstart when the regeneration kicks in. It has its moments of madness, so can’t be fully relied upon, but it’s a good new feature.

The new eSprinter is leaps and bounds ahead of the model of old, but the £73,260 (ex VAT) starting price means this really is a van for committed green fleets. That starting price, however, will come down as smaller battery models are added to the range. Perhaps most importantly of all, there’s finally a good alternative to the Ford E-Transit in the large van sector. end

“gross vehicle weight of vans with the largest versions to 4.25-tonnes to ensure that the payload can meet the requirement of all fleets with up to 1575kg” issue 16 | destination net zero 39

Fairwell to diesel MAN announces alternative fuel plans. Words: Kieron Fennelly

With deadlines

for the final sale of new diesel trucks of 2035 for below 26 tonnes GVW and 2040 for greater GVWs, truck manufacturers are focusing increasingly on alternatives. Additional pressure is now coming from freight customers, particularly in the EU who because of Scope 2 and 3 CO2 emissions standards, will seek to phase out diesel haulage from their transport operations ahead of these dates.

MAN stated in 2022 that its 13-litre Common Base engine (with the major components shared with Scania) would be its last classic diesel unit to be developed, and now, two years on, it has issued a progress report on its advances in battery-electric and hydrogen power.

Alexander Vlaskamp, MD of MAN Truck & Bus Germany informed UK journalists last month that Traton Group (MAN, Scania, VW Truck & Bus, and Navistar) has spent €2.6bn on electric vehicle research. Little detail was offered about how technology would be shared within the Group, but logically cooperation with Scania (and Navistar) will now extend beyond powertrain and into chassis development as well as battery technology.

40 destination net zero | issue 16

E-buses background MAN’s experience in electric traction goes back well over a decade: as Europe’s largest supplier of e-buses, delivering 1000 since 2020. A 400km-range coach will be marketed in 2025 and the company has now been also granted authorisation to run autonomous vehicles in Germany.

MAN has had several third-party pilot electric truck programmes operating in Germany and Austria since 2018/9, and in August 2024 will deliver the first 150 eTGX to users. It has a complete line of rigid chassis and tractor applications with swap-bodies for rigids and chassis designs which include skips and cement mixers and a low-chassis tractor will which allow 3m high trailers in Continental operation.

Large scale manufacture is scheduled to begin Q3 2025.

During 2025, MAN also plans to introduce mega-charge stations capable of restoring truck batteries from 10 to 80% charge in 30 minutes.

The company demonstrated its 46-tonne GVW 450 km range artics as long ago as 2022: such mega-chargers will be essential if these e-trucks are to run on Germany’s Autobahnen and this is where infrastructure will have to be massively upgraded in terms of power, availability and space. Here the partnership of OEMs, power

companies and regional governments which MAN spokesmen have referred to before will be needed if charging facilities are to be built for commercial traffic.

Now MAN’s executives seem prepared to go further, suggesting that private equity could take up some of the financial slack here: the predictable charge patterns - time of day, fixed number of trucks, should make supplying e-hauliers an attractive proposition to energy providers. But although it provides truck finance, MAN has no intention of branching out into energy provision, rather it is expanding its consultancy to attract investors.

UK Market Britain is MAN’s third largest market in Europe and 2023 was its best year yet, but the UK’s specific problems such as technician shortages remain. The Swindon headquartered firm has been accoladed as a ‘Top UK Employer’ in 2024, a measure of the company’s success in making MAN an attractive place to work. Substantial investment is going into training programmes for technicians as besides refurbishing its 20 existing service centres, MAN plans to open more, “a massive transformation” says Alexander Vlaskamp.

Environmental concerns will be at the forefront: MAN UK mandates renewable-only electricity at its depots, which have solar panels. Biodegradable gloves are used in its workshops and waste is not sent to landfill.

A national launch of the entire electric range is being MAN followed with regional customer experience days.

These will be comprehensive affairs, tutoring clients in e-truck driving techniques, particularly how to maximise energy regeneration but also on charging, servicing and the financial aspects of running an e-fleet. Although the full implications of Scope 3 are likely to kill off many of the smallest operators, MAN has had enquiries from hauliers with as few as 35 trucks and has produced feasibility studies for these firms.

MAN’s e-bus experience suggests that batteries should reliably have a twelve-year life by which time the truck itself will need replacement. The company sees recycling the materials of used batteries (compulsory from 2030 in any case) is more satisfactory than using them to store energy in a static second life.

British motorways will not need “too many” charging stations, MAN believes, but planning and installing them will require government help.

Electric 6x2 Tractors MAN has no plans to build that UK speciality, the 6x2 tractor, in battery-electric form.

Battery technology as it stands leaves no space for an undriven centre third axle; MAN’s view is that to judge from the number of raised third axles on the roads, relatively few hauliers are running at maximum GVW. The company believes the UK market will adapt to continental 4x2 tractors, not so long ago the mainstay of articulated rigs here anyway.

Fuel cells MAN is working in conjunction with other parties on small-scale production, and in cooperation with partners has already opened two hydrogen filling stations in France, but the company’s commitment to battery traction is clearly more important.

Vlaskamp maintains that fuel cell technology is twice as complex as battery-power because of the addition of the cell to the electric system.

HVO and Euro 7 MAN is among many players in advocating HVO as an interim measure, but says it is more efficient to use electricity for traction rather than for making bio diesel. On the fossil diesel front, he believes that MAN will be able to meet Euro 7 (due Q3 2029) with its existing engine designs thanks to revised software and fuel injection modifications.

With a larger and upgraded service offering and a comprehensive product launch, MAN is clearly putting enormous effort into its 2024 campaign. Long disappointed by its lowly fifth position in the UK truck market, it sees the transition to electric trucks as a major opportunity to move up the pecking order especially given its expertise in the urban bus sector. On the face of it by 2025-6 MAN will have a very complete offering, but progress, as for all the OEMs, will depend on the UK’s ability to install the necessary charging infrastructure. end.

“During 2025, MAN also plans to introduce mega-charge stations capable of restoring truck batteries from 10 to 80% charge in 30 minutes.” issue 16 | destination net zero 41

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