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The expression ‘Don’t let the perfect be the enemy of the good’ can be traced back to Aristotle and other Greek philosophers, but the sentiment is first found in English in Shakespeare’s King Lear where the Duke of Albany warns that in “striving to be better, oft we mar what’s well.”
Robert Watson-Watt, the man who invented radar and therefore arguably saved 20th century European democracy, propounded a “cult of the imperfect,” saying: “Give them the third-best to go on with, the second-best comes too late, the best never comes.”
Watson-Watt’s ‘third-best’ Chain Home radar network (the first of its kind in the world) was just good enough to stop the RAF losing the Battle of Britain in 1940.
But in seeking a path to carbon reduction from transport, are we in fact turning the perfect (zero-emissions electric vehicles) into the enemy of the good (low-emissions vehicles)?
On the truck front, sales of new combustionengines are banned on vehicles under 26-tonnes GVW from 2035, and at all weights from 2040. That doesn’t mean a ban on their operation, of course, and many will soldier on for years, or even decades, after those dates. It’s an ambitious target though, when the announcement was made in November 2021, the UK was said to be set to be the first nation in the world to ban new diesel trucks.
Before we find out whether these targets can be met, let’s look first at who made the decision and why.
It appears to have been the then Prime Minister, a man well-known for impulsive behaviour in both his political and personal life. He is understood to have been heavily influenced on his journey towards environmentalism by his new wife, and to the ban on fossil-fuel vehicles by a presentation on climate change from the Met Office.
Our esteemed former Prime Minister appears to have not had a science-based education: although it is a great springboard for a political career, Eton is not renowned as a great scientific school and the future PM’s university days were devoted to self-promotion and the study of ancient Greek fairytales.
So when the Met Office presented him with a ‘worst case but least likely’ scenario for man-made global warming, he understandably failed to grasp the nature of what he was being shown.
As Professor Roger Pielke Jr of the University of Colorado, explained on Twitter: “Remarkably, the scientists briefing Boris Johnson on climate altered a figure from gov’t climate assessment to remove the more plausible worst case RCP4.5 scenario original so as to emphasize the implausible RCP8.5.”
No doubt they had good reasons for doing this. Some observers have even commented that it was right to be as alarmist as possible to get the PM to take the most drastic action that he could. In other words, telling halftruths to achieve a desirable goal: something that many politicians are of course familiar with.
So how is the decarbonisation of the UK’s vehicle fleet going?
Not as well as it should, it seems. According to research by Forbes, 62 per cent of British people think the UK will not be ready for the ban for cars and vans in 2030, and 42 per cent think the ban should be scrapped. AA research shows that the number of motorists prepared to consider buying an EV is falling: from 25 per cent to less than a fifth, and vehicle sales platform AutoTrader reports interest in new EVs has fallen by about twothirds from its peak.
This is reflected in used car values: the current AutoTrader has a pair of comparable two-year-old VWs for sale, and they are at similar prices: a petrol Golf for £18,000 and an electric ID3 for £18,500. So, what’s the problem?
Well, the ticket price of the Golf when new was £23,300, the ID3 £37,715. In two years, the petrol car has dropped £4500, and the BEV a staggering £19,215! As this issue goes to press, VW has announced drastic cuts in its production of BEVs, and looking at the figures above, it’s not hard to see why.
Electric trucks may well be perfect from a carbon and air-quality (if not an operational and economic) point of view, but is it really sensible to pursue them to the exclusion of all other solutions and abandon very good technology such as hydrogen combustion to meet a questionable target?
Matthew Eisenegger, Publisher
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6, 8, 10, 11, 12 & 13 News Volta builds Mahle clean ICE 4.25-Tonne
Thought Leadership Grahame Neagus’ thoughts on warehouses and more
16 – 19 Electric Renault Mixer Silent stirrer
22 –23 DAF Electric Truck Assembly Officially Opened Cutting the ribben
24 – 27 TfL Cargo Bike Action Plan Low-carbon cycle
28 – 31 ITT Hub show report 2023 Fridges and more
At Renault Trucks we are pioneers in electric vehicles. Our experience, and that of our expert partners, can help you introduce electric vehicles to your fleet, and reduce CO2 emissions to the benefit of us all.
renault-trucks.co.uk
Ferytrans has returned to Hultsteins for a repeat order of Ecogen systems which, connected to 6 new Scania CNG tractors, will power its current trailer refrigeration units and cut carbon emissions.
Managing Director, Feri Lazar said, “Sustainability and carbon reduction are key drivers for our customers. These gas-powered tractors will reduce our carbon emissions by around 80%. Plus, by fitting Ecogen to run the trailer fridges on electric, we will further reduce carbon emissions by around 17 tonnes per vehicle combination per year.”
Ferytrans is a dedicated provider of temperature-controlled transport and owner of BigFoot Logistics. Based in Southampton, the two companies operate 40 modern Scania tractor units and 65 highspecification dual temperature trailers. They work for major retailers and brands including Amazon, Tesco, and Pork Farms. The new CNG Scanias will be put to work for their customer, Lidl.
“Ecogen Cost Saver is a sustainable and retrofittable refrigeration solution,” says Graham Usher, Managing Director, Hultsteins, UK and Ireland. “It allows operators to run their trailer fridge units on electric, thereby cutting carbon emissions by around 80%, DPM by 98% and NOx by 400%. It also reduces R&M on the fridge diesel engine and cuts running costs.”
Ecogen is an electric-hydraulic drive system that transforms diesel fridge units into electric operation when coupled to the tractor. It uses an engine PTO from the tractor engine to generate a constant 400V of electric to run the built-in electric motor in the fridge during transit. Hultsteins also provide a bespoke battery pack to keep the trailer fridge running when parked.
“By running the fridge on electric,” adds Feri Lazar, “Ecogen also helps minimise noise during deliveries, which is particularly beneficial in residential areas. The combination of Scania CNG
tractors and Hultsteins Ecogen provide the optimum sustainable solution for refrigerated transport.”
Ferytrans have purchased the Ecogen systems and calculate ROI to be around 18 months per system.
Hultsteins UK also offers Ecogen Cost Saver on an operating lease for as little as £10 a day. To find out more about Ecogen CostSaver, visit https://www.hultsteins.co.uk/
British-based engine technology company Mahle Powertrain has signed a memorandum of understanding with gas injection specialist Clean Air Power to develop net-zero fuelled internal combustion engines. Mahle engine control units will be developed to work with Clean Air Power’s fuel delivery systems. Mahle’s flexible engine controller is particularly suited to the development of demonstration units, as well as for lowvolume production applications utilizing alternative fuels or novel technologies. Clean Air Power is developing injector
technology aimed at supporting the use of zero-carbon and renewable fuels such as hydrogen or methanol. It has focused on higher power transport solutions such as truck and bus, rail and marine applications, and is currently supplying fuel injectors for dual- and single-fuel applications for retrofit and new engines.
Dr Dan Skelton, CEO of Clean Air Power, said: “Zero-carbon internal combustion engines offer a solution in difficult to decarbonize applications where battery and fuel cell technology may not be best suited.
This agreement opens up the opportunity for us to collaborate further to accelerate development in this important and exciting area, assisting the transition to net-zero and helping establish a pathway for the roll-out of clean fuels.”
The MoU extends the companies’ longstanding collaboration across a variety of research projects, including truck and marine applications, including retrofit sustainable propulsion solutions for the high-performance boats operated by the RNLI.
Like many companies, Close Brothers is taking its journey to Net Zero incredibly seriously. Our mission is clear, as our CEO stated recently: “We are committed to supporting the transition to a low-carbon economy and will continue to work with all of our stakeholders on the journey to a net zero future.”
1. Achieving net zero operations: Achieving net zero operations and reducing supply chain emissions, working with our partners and suppliers to minimise operational impacts
• Becoming operationally net zero by 2030 through our scope 1 and 2 emissions
• Achieve a net zero company car fleet by 2025
• To align all operational and attributable emissions from our lending and investment portfolios with pathways to net zero by 2050
• Aim to provide over £1.0 billion of lending for zero emission battery electric vehicles over the next 5 years
2. Reducing our financed emissions: Supporting the goals of the Paris Agreement through re-alignment of our financing and by assisting our customers in meeting their transitional targets
3. Financing the transition: Enabling the deployment of cleaner technologies and business model adaption through our green growth lending strategy, leveraging our expertise and ensuring alignment with agreed risk appetite
• 35% of new cars financed in the last financial year were battery electric
• 44.8% reduction in scope 1 and 2 emissions since 2019
• A further reduction of 43% in average fleet vehicle CO2 emissions vs 2021 financial year
• Completed initial assessment across all categories of scope 3 emissions including assessment of financed emissions in our loan book
• Published our inaugural TCFD report
• Became a signatory to the Net Zero Banking Alliance For more information, please visit closeasset.co.uk/ESG
Volta Trucks, the leading and disruptive all-electric commercial vehicle manufacturer and services provider, has confirmed the start of production of the 16-tonne allelectric Volta Zero at Steyr Automotive, the company’s partner in contract manufacturing, in Steyr, Austria.
Following the Design Verification and Production Validation prototypes started in 2022, the first series production customerspecification vehicles have now entered the production line. The initial batch of vehicles will be used for the Volta Zero Driving Experience Programme. This test drive programme, where customers will be loaned a truck for an extended period, will allow fleet operators to understand how the production-specification allelectric medium-duty truck will integrate into their operations. Following the start of production, the trucks produced will undergo rigorous and extensive quality assurance and testing, with the first trucks ordered by customers expected to be dispatched in Q3, 2023.
Volta Trucks welcomed Leonore Gewessler, the Austrian Minister of Climate Action, Environment, Energy, Mobility, Innovation and Technology to the manufacturing facility in Steyr to witness the significant milestone of the final preparations for the start of production of the all-electric Volta Zero.
“Here in Steyr, modern, climate-friendly e-trucks are being manufactured as of today with the Volta Zero. This shows: There are enormous opportunities for Austria and Europe in e-mobility: more climate protection, more quality of life in our cities and future-proof jobs. I am really proud
that this production takes place in Austria. Thank you for the exciting insight into this impressive work,” emphasised Climate Protection Minister Leonore Gewessler after her visit.
Volta Trucks’ contract manufacturing facility is owned by Steyr Automotive. Following an extensive tender process, Steyr Automotive was appointed in August 2021 based on its extensive experience in commercial vehicle manufacturing, existing manufacturing facilities, and consequent speed to market. Steyr Automotive offers Volta Trucks more than 100 years of manufacturing experience building commercial vehicles.
Steyr Automotive has reserved a capacity of up to 14,000 vehicles per year for Volta Trucks from their total available production. Volta Trucks will ramp up production volumes over the coming years to maximise this opportunity and during this time, manufacturing the Volta Zero will potentially create over 700 jobs and a further estimated 2,000 positions within the supply chain.
Co-Founder and Chief Manufacturing and Logistics Officer of Volta Trucks, Kjell Walöen, said; “The first full production Volta Zero going into the production line here at Steyr is the most substantial milestone the company has achieved to date. In just 2.5 years, less than half the time existing truck manufacturers take, we have moved from launching a concept, through the engineering, development and quality phases and now the start of production of the final specification models that will be driven by customers, making our urban environments safer and more sustainable. The industry-leading pace to market set
by Volta Trucks is a true testament to the highly skilled and driven professionals in the company and our partners, and the whole team is extremely proud of this milestone moment.”
Aquarius IT has officially unveiled its new Asset Finance system, which has been developed to work in tandem with the company’s popular Asset Maintenance software that helps operators manage, keep track and have improved visibility of vehicles, trailers, forklift trucks, or any other company assets that require periodic maintenance or inspection.
As an extension to this, Asset Finance provides operators and workshop managers with an intuitive way of tracking costs and monitoring maintenance / part costs related to each individual asset. The flexibility of Asset Finance also enables commerciallyrun workshops to examine and report on costs related to external operations.
Mark Johnston, Aquarius’ Director said: “Asset Finance is a natural extension to Asset Maintenance, and is equipped with a full parts costing system to provide operators with real-time control over purchasing and a method of monitoring the true value of their fleet maintenance.”
For further information, please visit https://www.aquariusit.com/
A mine in Cornwall could provide enough lithium carbonate for batteries to power half-a-million vehicles by 2030.
French industrial mineral specialist Imerys has taken an 80 per cent stake in British Lithium, which has UK Government backing to open a lithium extraction facility at a granite quarry in Cornwall.
Production is to begin in late 2028, and is expected to meet roughly 66 per cent of Britain’s vehicle battery demand by 2030.
A joint statement from the two companies said: “This venture will reduce the UK’s and Europe’s dependence on critical raw materials imports, thus contributing to the achievement of the European and British climate change targets and the creation of the first fully integrated regional electrical vehicle value chain.”
If successful, the enterprise will make Imerys Europe’s largest lithium producer.
“Truckfile continues to be much more than a tool to help us keep our Earned Recognition status, though. It’s now an indispensable aid in keeping our fleet operation running smoothly, and has wider benefits too”
Paul Gibbard, Transport Manager at CRS Building SuppliesCompliance. Done digitally.
Driver Check, Fleet & Workshop Management www.truckfile.co.uk
Breathe, a company backed by the Mayor of London’s Energy Efficiency Fund (EEF), which provided finance for BEVs for the capital’s business vehicle users, has gone into administration. EEF recently provided over £3 million to Breathe, which has now appointed Begbies Traynor as administrators.
“The administration of our fleet is more streamlined and efficient than ever before.”
A derogation allowing drivers with Category B (car licences) to drive ‘alternatively fuelled’ commercial vehicles of up to 4.25 tonnes gvw in certain circumstances which was due for review this year has been retained in UK law and will not be removed by the Retained EU Law Bill that is currently passing through Parliament, the Department for Transport has confirmed.
The Motor Vehicles (Driving Licences) (Amendment) Regulations 2018 (the ‘2018 Regulations’) made changes to the law to allow Category B licence holders to drive an alternatively fuelled vehicle that weighs between 3.5 and 4.25 tonnes used for the transportation of goods, provided it is not driven outside of Great Britain, is not towing a trailer and the driver has completed a minimum of five hours training.
The 2018 Regulations relied on a temporary derogation from the European Union third driving licence directive of 2006, which was issued by the European Commission in May 2018 to run for five years. This period has now expired.
At the time of their introduction, the DfT said: “We intend to keep the requirements
from the 2018 Regulations in place until at least 2023. We will conduct a review of the legislation in advance, to evaluate the impact of the legislation and consider whether it is still necessary.”
Destination Net Zero has asked the DfT what the situation was now that the derogation had apparently expired. Was it still legal for a 4.25-tonne alternative fuel vehicle to be driven by the holder of a Cat B licence?
The DfT maintained that the derogation had not expired, but had been due for review within the five years of being granted. It added: “We are currently consulting on the derogation and aim to establish the longerterm position of the policy.”
‘Alternative fuels’ were defined in the derogation as electricity, natural gas and hydrogen, and electricity generated by using hydrogen.
Drivers who wish to take advantage of the derogation must undertake five hours of specific training by a qualified instructor on either the National Register of LGV Instructors or the National Vocational Driving Instructors Register.
The syllabus covers three areas: preparing the vehicle and its contents, driving in accordance with the Highway Code, and safe and efficient driving.
Vehicles of between 3.5 and 4.25 tonnes are normally categorised as ‘LGVs’ (large goods vehicles) rather than LCVs (light commercial vehicles). However, alternativelyfuelled vehicles of 3.51-4.25 GVW are exempt from LGV Operator licencing, as is any electrically-powered goods vehicle first registered before March 2015.
While vehicles up to 3.5 tonnes gvw are included in the car/light commercial MoT testing regime (first test at three years), all those (including alternatively-fuelled vehicles) of over 3.5 tonnes are subject to goods vehicle annual testing, with the first test due 12 months after first registration. Such vehicles must also be fitted with speed limiters. This includes those running under the derogation.
Vehicles of under 7.5 tonnes authorised mass (including any trailer) fuelled by natural or liquefied gas or electricity, and only carrying goods within 100 km of the company base are exempt from the EU Drivers Hours Rules regulations.
A single holding company will be formed to control the Japanese operations of Daimler Truck and Toyota, and share resources in developing new technologies.
Daimler’s Mitsubishi Fuso subsidiary will be united with Toyota’s Hino Motors. The merged company will share resources in developing new technologies such as autonomous driving and hydrogen power. The sales organisations remain separate, but the two companies will pursue joint development, procurement and production activities.
Daimler and Toyota are expected to sign a definitive agreement in Q1 2024 and close the transaction by the end of that year. Fuso eCanter launch: Page 38
Knowles Transport is one of the first independent hauliers in the UK to invest in a battery-electric heavy truck. Based in March, Cambridgeshire, Knowles Transport has the ambition of becoming one of the first carbonneutral transport companies in Britain.
Managing director Alex Knowles explained that the Volvo was purchased after a three-week trial with a demonstrator. A 150kW supercharger was acquired along with the new truck, and has reduced charging time to two hours, enabling the truck to be double-shifted when required.
Dedicated to local collections and deliveries, where its 200-km range is adequate for the task, the truck is a 19-tonne FE Electric with a 23 ft curtainside body and electric tail-lift, running on air-suspension all round. The Volvo FE Electric features twin electric motors producing 225kW and 850Nm torque with a Volvo two-speed gearbox. The total energy storage capacity of the vehicle is 265kWh.
Alex Knowles said: “This is Knowles putting our money where our mouth is. There are plenty out there marketing their sustainability credentials without backing it up with investment, Knowles is not one of them. We are really excited about this step into the future we are making with our new Volvo FE Electric, All the drivers in our fleet were keen to take part in our three-week trial earlier this year. This new electric truck will be the first of many for Knowles as we push forward on our road to net zero.”
Topics covered were wide and varied, and all provided much food for thought.
A fascinating debate involved the role of warehouses, and what the warehouse of the future might look like in 2050. Naturally, there was much interest around data, AI, robotics and automation in how to make these often huge warehousing units more productive and more sustainable. However, decarbonised transport is a vital link in this chain, yet there was little mention of the infrastructure provision required for the electric vehicles that will drive this change.
Indeed, the warehouse of the future may be one of the answers to the current infrastructure challenges for HGVs.
New warehouses tend to be built from scratch on brown or greenfield sites with a vast amount of space and placed near to motorway intersections, the ideal location to install suitable 50kw to 350kw rapid chargers from day one. And in order to receive planning permission, new warehousing should be required to have the necessary infrastructure installed to support the operation of electric HGVs, with good opportunity charging options made available to visiting vehicles. This would
allow vehicles to recharge as they wait to load or unload on the dock, making longer haul runs feasible and offering warehouse owners an additional income stream from charging. By working together we can accelerate the uptake of electric vehicles of all sizes, effectively creating our own industry infrastructure up and down the country, while the public charging network catches up.
Additionally, the UKWA (UK Warehousing Association) is pushing hard for the adoption of sustainability initiatives including the fitting of solar panels on the roofs of these mega warehouses, reducing energy costs and offering the opportunity to power the visiting cleaner, greener electric vehicles with renewable energy. Indeed, according to a report from UKWA, UK warehousing has enough roof space to become a net producer of green energy if warehouse owners and leaseholders use all the available space for solar PV.
Also thrown into the discussions was how the warehouse of the future might be multilevel, akin to a multi-storey carpark, whereby only electric vans could enter the upper levels to reload or deliver. And, because they are emission free, these decarbonised
vehicles could enter safe internal docking zones for parcel collection and returns. Similarly, Micro Electromobility solutions such as the Kleuster E-Cargo bike from Renault Trucks, are already allowing zero emission transport to merge seamlessly with inner city warehouse facilities for enhanced efficiency for last mile and last metre deliveries.
Another futuristic opportunity focuses on autonomous subterranean parcel tubes to connect inner city warehouses with residential areas, businesses and public sector. Life goes on above ground with minimum congestion, while deliveries are moved efficiently and effectively under our feet.
Transport, logistics and the entire supply chain are experiencing rapid changes due to innovation in technology, changing consumer demands, and environmental concerns. It is clear that these pressures are driving change, and as an industry we are at the cutting edge. However, we do need a joined up approach across all sectors, from OEMs, warehouses and distribution centres to last metre delivery, integrating our shared experiences and visions to remain competitive, efficient and sustainable.
Recently I had the pleasure of visiting the MultiModal Show in Birmingham, not only to meet up with a couple of clients but also to listen into some of the excellent conference discussions.
“reducing energy costs and offering the opportunity to power the visiting cleaner, greener electric vehicles with renewable energy”
• Grahame Neagus
Tarmac has put an all-electric 27-tonne concrete mixer into service. The first of its type to be deployed in the UK, it is based on a zero-emission Renault Trucks D Wide E-Tech chassis. Steve Banner reports.
has equipped the Renault D Wide E-Tech with a 5.8 cu m mixer drum powered by the truck’s traction batteries. Based at Tarmac’s site in Washwood Heath, the 6x2 rigid is achieving a range of 72 miles making up to seven deliveries of ready-mix concrete daily around the UK’s second city of Birmingham.
McPhee’s parent TVS Interfleet (TVSI) estimates that the new arrival will save 42 tonnes of CO2 a year when compared with its nearest fossil-fuel equivalent. It has joined a 2,500-strong fleet at Tarmac.
During the vehicle’s development Renault Trucks, Tarmac and TVSI analysed data from existing diesel-powered mixers to see how energy usage could be reduced on an electric version.
Weight-saving initiatives drawn up with the aim of extending the battery truck’s range included constructing the mixer drum out of Hardox 500 Tuf special steel.
Its hardness and strength allow a thinner gauge of metal to be used than would otherwise be the case. At just shy of 50kg the weight saving is modest, but every kilo removed helps.
Hardox 500 Tuf is in many respects the ideal material for a rotating mixer drum because it takes so long to wear out.
The drum is controlled electronically to optimise the quality of the mix while ensuring that it does not rotate unnecessarily. Energy usage is minimised as a result,
The less the drum rotates, the longer it will last, cutting the truck’s total cost of ownership.
Developing an electric concrete mixer does not come cheap, so it is fortunate that Tarmac happens to be owned by global building materials goliath CRH.
“Back in 2021 CRH ran an internal challenge asking for ideas on how best to decarbonise the business,” says Tarmac’s senior manager, logistics development, Ben Garner.
Teams who came up with the most promising proposal could apply for support from a $250m innovation fund established by the group. “Our team was the first to do so,” he says; and its application for funding to develop a battery-powered mixer was successful.
E-Tech D Wide is equipped with a pair of electric motors delivering a maximum power output of 370kW/500hp with a continuous output of 260kW/350hp, and maximum torque of up to 850Nm. The truck is equipped with a two-speed transmission and employs lithium-ion battery technology with a capacity of up to 375kWh.
Charging times range from under 10 hours using a 22kW AC socket to less than two hours using a 150kW DC fast-charger.
The mixer costs a painful two-and-a-half times more than the equivalent diesel says Garner, but the good news is that it costs half as much to run.
“E-Tech D Wide is equipped with a pair of electric motors delivering a maximum power output of 370kW/500hp with a continuous output of 260kW/350hp, and maximum torque of up to 850Nm.”
Tarmac generally changes its diesel mixers once they are seven or eight years old, primarily because of ever-tougher emissions legislation. Take a Euro V truck into some major conurbations with clean air zones and you will be clobbered by a financial penalty, so it makes sense to upgrade to Euro VI.
An electric mixer produces no emissions, however. “This means we can run it for as long as we need to,” he comments.
It also means that its likely second-hand value – largely unknown as things stand – assumes less significance than it might otherwise do.
There is alas a regulatory barrier that may prevent some fleets from opting for battery power.
While a diesel 6x2 is limited to a gross weight of 26 tonnes, a government concession designed to compensate for the weight of the battery pack and the potential loss of payload allows an electric model to operate at 27 tonnes.
Draft regulations have been published which increase the 1.0-tonne electric dispensation to 2.0 tonnes.
While that has to be welcomed, at the time of writing it looked as though it would not benefit eight-wheelers or maximum-weight artics any more than the existing concession does, because the permitted axle loadings have not been altered.
Most of Tarmac’s UK mixers feature 8.0 cu m drums on eight-wheeler chassis, so the dispensation could in fact only apply to 200 of its trucks, says Garner. “It’s frustrating and a glaring anomaly,” he remarks.
On the positive side E-Tech D Wide’s low noise levels when compared with a diesel – a major advantage if the vehicle is operating outside normal working hours - and zero tailpipe emissions will make it increasingly more acceptable to construction sites. Furthermore, an electric truck can be driven into a major building without the need for extraction fans to be present to suck out exhaust fumes; a clear cost-saving.
“Some of the new truck’s technology could find its way onto diesel-powered mixers, including its anti-rollover system.”
The electric mixer arrived in Washwood Heath in late 2022 and has been subject to a practical real-world trial ever since. The level of electronic control featured means it can generate useful data on the concrete itself, including temperature, consistency and water content.
Some of the new truck’s technology could find its way onto diesel-powered mixers, including its anti-rollover system.
Almost 40 mixer rollover accidents occur in the UK each year involving a variety of operators. That is without doubt a worrying figure that has been somewhat obscured by the far greater attention paid to the risk of tippers falling over when their bodies are raised.
Measures adopted to mitigate the risk of a mixer rollover include mounting the 350-litre water tank at a much lower level than usual to lower the truck’s centre of gravity. That means improved stability.
Drum rotation can contribute to the risk of a rollover, especially if the driver tackles a bend too quickly, so controlling rotation electronically brings a safety as well as an energysaving benefit.
An enhanced restraint system has been installed to retain the drum if there is a danger of it breaking away from the chassis and landing the truck on its side. It would take 1.5g of force to dislodge it. That is significantly more than the 0.5g that has been viewed acceptable on traditional mixers and is undoubtedly good news for operational safety.
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assembly plant for battery electric trucks has been opened this by Micky Adriaansens, the Dutch minister of Economic Affairs and Climate. The new facility is at DAF’s main production site in Eindhoven, the Netherlands, and will be instrumental in the further development of the company’s leading position in providing sustainable transport solutions. The new DAF Electric Truck Assembly plant covers an area of 5,000 m2 and includes two sub-assembly lines for the preparation of the battery packs as well as the Electric Drive Module, consisting of the front battery pack, high voltage junction box and electrified auxiliaries. These key components as well as the e-motor with integrated gearbox are installed onto the vehicle on the main assembly line which is almost 150 metres long.
“To support our customers in the transition to zero emission road transport, we go further than delivering class-leading full electric vehicles.”
DAF’s Electric Truck Assembly produces the latest generation of battery electric trucks. The New DAF XD and XF Electric are available in a range of configurations. These are powered by PACCAR e-Motors and equipped with battery packs of two up to five strings (210 to 525 kWh). The modular approach allows the trucks to be tailored precisely to customer requirements and needs. Full electric ranges of up to 500 kilometres are possible making 1,000 ‘zero emission’ kilometres achievable with careful planning of routes and recharging. With fast charging of up to 350 kW, battery packs can be charged to 80 per cent of their capacity in only 45 minutes.
Series production of customer vehicles starts this summer. DAF expects production to increase to thousands of vehicles per annum in the near future, in line with the increasing demand for fully electric trucks.
Opening the plant, Micky Adriaansens said: “DAF has been a leading player in the manufacture of trucks for many years and is currently playing a prominent and innovative role in the development of electric trucks. The transition to cleaner products and production methods is important. Not only for the environment but also to ensure that the Netherlands retains its competitive edge. This new factory for battery electric trucks is a shining example of that ambition.”
Harald Seidel, DAF Trucks’ president, said: “The commissioning of the new DAF Electric Truck Assembly plant represents another important milestone on the road to an even cleaner future.
“To support our customers in the transition to zero emission road transport, we go further than delivering class-leading full electric vehicles. Our comprehensive package includes a broad range of charging solutions, advice on planning of routes and charging, and the provision of dedicated training for drivers to get the best out of the vehicles.”
to improve air quality in the capital, Transport for London (TfL) is busy promoting and enabling the use of cargo bikes for last-mile delivery work.
With payload capacities of from around 100kg to 250kg, and typically electricallyassisted, the two- three- or four-wheel bikes generate zero emissions and run quietly. They can use cycle and bus lanes, and can be faster across London than a van, TfL contends.
It recently matched an e-cargo bike against a van on an experimental run between north Greenwich and the centre of London. The former arrived 15 minutes ahead of the latter.
TfL estimates that e-cargo bikes could replace up to 17 per cent of van kilometres in central London by 2030, and up to four per cent across Greater London. The City of London could see as much as 30 per cent of van kilometres being replaced by cargo bikes, it suggests.
Their use could save the capital up to 30,000 tonnes of CO2 a year by 2030, it predicts.
Cheaper to run than an electric van, and with a smaller footprint, e-cargo bikes have the further advantage that they present a lower risk to people walking and cycling than vans and heavy trucks, TfL points out. It aims to work with the London boroughs along with businesses, including the freight industry, to ensure they are deployed wherever possible.
Several businesses are already operating more than 50 of them says TfL. Prominent users include the Royal Mail.
TfL’s e-cargo bike action plan was rolled out at the National Cargo Bike Summit earlier this year.
Key proposed measures include the development of a London safety standard for e-cargo bikes with guidance for riders and operators, and the creation of
“It costs £1.50 to unlock a bike, and 10p a minute thereafter. The initiative is backed by the Mayor’s Air Quality Fund.”
reports.
micro-hubs and parking spaces to make it easier for the bikes to be used on final-mile delivery runs. A 200sq m hub could support several e-cargo bikes, the plan points out, while on-street spaces in the right places cause less conflict with pedestrians and are preferable to seeing bikes parked on the pavement.
TfL will be supporting the use of bikes when programmes such as Low Traffic Neighbourhoods and local vehicle emission-reduction initiatives are being introduced by the London boroughs, and aims to ensure that their requirements are considered when it designs cycling schemes.
E-cargo bikes take up 10cm to 20cm more width on a cycle lane than other cycles and are about 1.3 times the length of a regular bicycle.
TfL’s procurement policies will be used to prompt the uptake of the bikes and businesses will be provided with the tools and information they need to switch to them. TfL also plans to monitor where London’s key e-cargo bike routes are with the aim of identifying usage patterns and projecting future growth.
Says director of strategy and policy, Christina Calderato: “We’re determined to provide a green, healthy and sustainable future for all Londoners, and e-cargo bikes can play a vital role in cutting carbon emissions, air pollution and road danger. We will continue to work closely with our industry partners, businesses and boroughs across the capital to make our vision for cleaner and safer freight a reality.”
Adds London walking and cycling commissioner, Will Norman: “E-cargo bikes are no longer a niche concept and can be real game-changers when it comes to delivering freight and providing various services. I’m delighted that TfL is launching this action plan to explore how we can grow the use of e-cargo bikes on our roads, to help the environment and the health of Londoners and build a better, safer, greener London for everyone.”
Some London boroughs are already embracing their use.
In 2021 Hackney launched an e-cargo bike share scheme aimed at commercial and non-commercial users. It has four docking stations, each with two bikes.
It costs £1.50 to unlock a bike, and 10p a minute thereafter. The initiative is backed by the Mayor’s Air Quality Fund.
TfL has funded the Parcels not Pollution programme in Hammersmith where a micromobility consolidation centre supports e-cargo bike deliveries. It has also funded the Streatham BID e-cargo bike scheme for local deliveries.
Elsewhere, the Team London Bridge Bikes for Business programme works with businesspeople in Southwark by matching bike operators and businesses, and encouraging a switch to e-cargo bike deliveries.
The Energy Saving Trust points out that e-cargo bikes must comply with the Electrically Assisted Pedal Cycle regulations. This means that the electric motor must have an output of no more than 250W and stop providing assistance at 15.5mph.
Riders can however keep pedalling beyond this speed. They do not have to possess a driving licence or wear safety equipment, but a helmet, appropriate clothing and training are all highly recommended.
The batteries typically offer a range of up to 50 miles and can be recharged in from three-and-a-half to five hours from an ordinary three-pin plug socket. E-cargo bike prices go up to around £12,000 or so depending on how much carrying capacity is required.
Mayor of London Sadiq Khan’s transport strategy includes cutting the number of trucks and vans entering central London during the morning peak 10 per cent by 2026. Growing the number of trips made by e-cargo bikes instead of vans will go some way towards achieving this goal.
The versatility of cargo bikes was highlighted by refrigerated contract hire and rental vehicle specialist Petit Forestier at this year’s ITT Hub show, held as usual at the Farnborough International Exhibition and Conference Centre in Hampshire. It was as displaying a self-propelled electric fridge trailer called K-ryole coupled to a bicycle for directional guidance and extra power.
With a 0.9cu m cargo bay and tipping the scales at 425kg, the refrigerated K-ryole can handle loads weighing up to 130kg, Capable of transporting goods at temperature of from 0 to plus 12 degrees C, it can operate for up to eight hours before it has to be recharged says Petit Forestier.
Over 1,000 of these trailers are in service in Continental countries such as France, Belgium and Portugal, including 400 in Paris. The majority of K-ryoles are used to transport dry freight - but the refrigerated variant is becoming increasingly popular.
“Capable of transporting goods at temperature of from 0 to plus 12 degrees C”
body-builder Solomon Commercials was more than happy for its stand to be used as a launch pad for the UK’s first fridgebodied Mercedes-Benz eActros electric truck.
Equipped with a Solomon body with a Carrier TRS Syberia over-cab chiller unit, the 19-tonner is based on a 4x2 eActros 300. Its three battery packs have a total installed capacity of 336kWh and can deliver a range between recharges of up to 205 miles, says Mercedes.
The batteries can be recharged from 20 to 80 per cent of their capacity in 75 minutes using a 400A 160kW charger, the manufacturer adds. Solomon has kitted the body out with an aerodynamic Solomon Slipstream system with a tapered bulkhead and a 3D roof deflector.
Still cautious about adopting zeroemission trucks, and worried about how well they will fit into their operation, some hauliers may prefer to submit them to an extended trial before they commit themselves. Present at ITT Hub for the first time, Vertellus may be able to help.
“We build the fridges ourselves and offer customers different sizes of battery pack,” explains Sunswap head of business development, Alastair Gough.”
The zero-emission message was once again writ large at this year’s ITT Hub show, held as usual at the Farnborough International Exhibition and Conference Centre in Hampshire.
Set up last year as a joint venture between Renault Trucks and several of its dealers, the electric truck contract-hire specialist was celebrating supplying an 18-tonne Renault E-Tech to operator Europa Road under a three-month trybefore-you-buy agreement.
The Renault is the first electric model Europa has deployed. Based at its groupage hub at Dartford in Kent, the newcomer shuttles between the firm’s depots.
ThermoKing was showing the first temperature-controlled trailer to appear in the UK fitted with its Advancer AxlePower energy recovery package developed in partnership with BPW.
The energy recovered by the trailer’s BPW ePower axle when the vehicle is going down a hill or braking is used to charge a battery which powers the fridge unit. The system switches itself off when the truck is going uphill to minimise drag.
Built by Gray & Adams, the trailer is equipped with a ThermoKing Advancer fridge unit.
Industry newcomer Sunswap was displaying a temperature-controlled trailer equipped with a package it has developed called Endurance. It uses roof-mounted solar panels to power the refrigeration system via a battery.
The trailer itself was constructed by Gray & Adams. The energy the panels capture can provide a trailer on chilled work with sufficient energy to run its refrigeration unit for up to two months before the battery needs to be recharged from an external source, Sunswap contends.
“We build the fridges ourselves and offer customers different sizes of battery pack,” explains Sunswap head of business development, Alastair Gough. “You can go from three modules and a total of 36kWh up to six modules and a total of 72kWh.”
How effective the package is depends on the sort of traffic the trailer is on.
Fully-frozen loads and multidrop work with frequent door openings will drain the battery more quickly than hauling a trailer loaded with chilled sandwiches and pork pies from a distribution centre to a major out-of-town supermarket. If you are transporting frozen food then Endurance’s battery is likely to be drained of its charge in as little as two days, and will need replenishing from the power supply at the operator’s depot.
At the lighter end of the scale, Petit Forestier, which specialises in providing refrigerated vehicles for rent or on contract hire agreements, was exhibiting a refrigerated electric Renault Master E-Tech 3.5-tonner. Bodied by Lecapitaine, it boasts a claimed 120-mile range.
In dual-temperature format, with separate chilled and frozen compartments and twin evaporators, it offers a payload capacity of up to 900kg.
Equipped with a fridge unit drawing power from an independent 10kW battery, it was on show next to a roomy refrigerated container and a self-propelled 0.9cu m electric fridge trailer called the K-ryole. It can be coupled to a pedal cycle for additional power, and directional guidance.
The idea is that Master E-Tech will deliver goods to the container which will be placed in a convenient location in a city centre where it will act as a refrigerated micro distribution hub. K-ryole will pick up the items ordered by customers and take them on the final mile to their destination.
Grossing at 425kg, and with a payload capacity of 130kg, K-ryole can transport goods at temperatures of from 0 to plus 12 degrees C says Petit Forestier. It can operate for from six to eight hours before it needs recharging, the firm adds.
Top speed is 15.6 mph with pedal assistance, falling to just shy of 4 mph if it is pulled along manually. Over 1,000 K-ryoles are already in operation on the other side of the Channel, including versions that can be used to shift ambient freight.
Electricians and other trades people who attend jobs in city centres will increasingly need to do so in zero-emission vans. They may be looking for something that is ultra-compact and can get them as close as possible to the task in hand.
One choice they may not have considered is a battery-powered Goupil G2. An example with a load area racked out by Bott was present on the Bradshaw EV stand.
Goupils are built in France, and Bradshaw EV is their UK distributor.
G2 offers a range between recharges of from 27 to 62 miles depending on the batteries specified.
“Sales are split equally between the two, with lithium-ion having the advantage of being lighter”
The choice includes traditional lead acid – familiar from the milk float era – as well as lithium-ion. The former is offered at 5.8kWh, the latter at either 5.2kWh or 8.6kWh.
“Sales are split equally between the two, with lithium-ion having the advantage of being lighter,” comments Ramsy Labassi, Bradshaw EV’s marketing manager. G2 can be ordered as a van, a pick-up, or as a pick-up topped off with a mesh cage, and can carry payloads of up to almost 600kg depending on the model chosen.
On the same stand was the G4, with a lithium-ion battery pack offering a range of nearly 70 miles according to the importer.
It can be ordered with a variety of different bodies, including as a pick-up with a 500-litre pressure washer; ideal if you have a contract to clean city centre bus shelters.
theAllmajor truck manufacturers are racing to perfect their fossil-free drivelines, and Volvo Trucks is very much at the forefront. The Swedish manufacturer has recently released battery-electric versions of its FH, FM and FMX heavy trucks for operators keen to try their hand at ditching diesel for certain operations. This means Volvo’s entire range is now available to order in battery-electric form, with the new heavy-duty models joining electric versions of FL and FE in Europe, plus the VNR Electric for the North American market.
The three new heavies are aimed at regional distribution and construction markets and offer GCWs of up to 44 tonnes. FH Electric can be spec’d as tractor units in 4x2, 6x2 or 6x4 configuration; or as 4x2, 6x2, 6x4, 8x2 or 8x4 rigids. All axles are air suspended. FH cab options are low sleeper, sleeper, Globetrotter, and Globetrotter XL.
FM and FMX Electric are offered with the same axle configurations, while cab options are low day, day,
low sleeper, sleeper, and Globetrotter. Volvo’s initial route to electrification has been to adapt its existing powertrains to work with new electric motors. Its solution for heavy trucks involves mounting electric motors directly onto a modified standard gearbox, which together form what Volvo is calling the Electric Drive Unit (EDU).
The lower-weight FL Electric uses one motor; FE Electric uses two; while FH, FM and FMX Electric use two or three electric motors directly attached to an I-Shift transmission. This latter combination affords the three heavy models a maximum power output of 490 kW (666 bhp) and a whopping 28,000 Nm of torque.
“The battery assembly is built by Volvo and currently uses an array of Li-Ion Samsung cells.
Volvo now offers a full range of electric heavy trucks. Dean Barrett drives a couple
Batteries and service boxes are fitted along the side of the chassis. The battery assembly is built by Volvo and currently uses an array of Li-Ion Samsung cells. Each assembly offers 90 kWh of power and weighs around 500 kg – so buyers need to be careful to spec the right amount of power to meet their needs, as payload and operating range are directly impacted by each other.
Operators can choose to load the three electric heavies with two to six battery packs, with a maximum 540 kWh nominal capacity. As an illustration, an FH Electric 4x2 tractor unit and trailer fitted with six batteries and running at 30 tonnes GCW will have a range of up to 300 km (186 miles) on a full charge.
There are three power take-off (PTO) options: electric (40 kW), electro-mechanical (70 kW), and finally gearbox-mounted (150 kW) for extra-hungry equipment.
Battery-electric trucks essentially offer two ways of charging: AC up to 43 kW, which is good for overnight charging; or much faster DC charging of up to 250 kW. This is useful when driving two shifts, or if
the driver needs to charge the vehicle during a break to add additional range.
With a 250 kW DC-charger, Volvo said it is possible to charge up to 80 per cent of the battery capacity in under 90 minutes. The final 20 per cent is slowed to a ‘trickle charge’ to preserve the cells. But in reality, we’re told, drivers are more likely to run the truck between the 20-80 per cent charge range so top-ups are fast, rather than hang around waiting for the trickle charge to complete.
We were recently given the opportunity to try out two of Volvo’s latest electric heavies, and the first truck we selected was an FM Electric tractor unit. Climbing into the familiar and comfortable FM cab, we were surprised to find the truck already switched on and ready to go. The lack of engine noise is the first thing that hits you with an electric vehicle; but sure enough, a touch of the pedal and we were off.
Even loaded to 33 tonnes, the truck aims to start in the highest possible gear (usually seventh) to save energy through reduced shifting. However, running cont.
through an adapted 12-speed I-Shift, lower gears are available if necessary – for example, when starting off on a steep incline or in situations that require additional torque and control.
Pulling away, we found the FM Electric gave that linear, smooth and powerful acceleration we’ve come to expect with BEVs. The motors deliver loads of low-down torque and making for a very positive drive. Once we’d made it out of the test site and onto the open road, the I-Shift ’box switched straight up to 9th and then 12th as soon as possible. The changes are as noticeable as a normal shift on a conventional ICE driveline; but with far fewer shifts overall, the drive felt super-smooth.
Once we’d acclimatised to the torquey engine, we could settle in for a relaxed tour of the immediate countryside. We didn’t encounter many hills so couldn’t get much of a feel of how the truck performs under heavy load, but performance at junctions, roundabouts etc was very sprightly. After half an hour, we pulled into a fuel station to swap over for our next ride.
Next up was an FMX Electric rigid. Repeating the same route in reverse, this time we were focused on driving the BEV ‘properly’ – ie, not like a diesel – and this mostly involves a change in braking behaviour. Volvo’s electric
trucks have a tweaked engine brake with automatic mode, and the strategy the driver needs to employ is almost backwards to that used on a conventional driveline. Instead of leaving the engine brake off and only flicking the stalk when you need to slow down, we were advised the most energy-efficient way to use it on the electric truck is to leave it in auto mode for the duration of the drive. This way, the driver knows that whenever they lift off the power, the truck slows using the engine brake and captures/ regenerates the maximum amount of energy back into the cells. Effectively this means you can drive the vehicle using just one pedal, with service brakes called on only rarely.
Driving behaviour is one of the biggest factors that influences power drain when operating BEVs. Others are weather conditions, tyres, topography, and load. According to Volvo, drivers have the potential to reduce energy demand by up to 20 per cent if they use the vehicle correctly – so proper driver training and coaching is going to be very important.
Though the technology is still in relative infancy, we continue to be impressed by the drivability of electric trucks. Volvo’s FM and FMX versions give a genuinely positive driving experience that we’re sure will win over sceptical drivers once they actually get behind the wheel and try it out.
• Driver training and behaviour are key to success
The wrinkles, of course, are range and payload. Cell technology is getting better and the next generation of batteries will offer higher energy densities, which means hauliers will need to spec fewer battery packs to meet their required operating range – therefore reducing the truck’s payload penalty.
The concept of regular charging needs to be fully understood by the operator and built into the vehicle’s daily working schedule. Charging during statutory tachograph breaks will become
particularly important – and this will require the UK’s network of charging points to be up to the job.
Until then, BEV operators will need to carefully plan work cycles and spec their trucks correctly for return-to-base activities. Thankfully, Volvo – and indeed the other major manufacturers – offer detailed consultations on this ahead of purchase to ensure demands can be adequately met.
“According to Volvo, drivers have the potential to reduce energy demand by up to 20 per cent if they use the vehicle correctly – so proper driver training and coaching is going to be very important.”
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and guests from the worlds of politics and business celebrated the first European-built Next Generation eCanter running off the assembly line in Tramagal, Portugal, with more than 50 percent of the electric truck’s components coming from over 90 different European suppliers.
Karl Deppen, CEO Daimler Truck Asia, and Arne Barden, CEO Mitsubishi FUSO Europe (MFTE), also announced another milestone for the plant with the 250,000th FUSO Canter produced on site: diesel Canters have been rolling out of the MFTE plant in Tramagal since 1980.
Arne Barden said: “The MFTE team is proud to build the iconic FUSO Canter here at Tramagal, in its fifth generation. Thank you to the highlydedicated team who managed the ramp-up of the Next Generation eCanter with flying colours.”
Since the launch of the eCanter in 2017, FUSO, the Japanese subsidiary of Daimler Truck, has pioneered electric trucks, working to implement sustainable transport solutions. There are now over 550 FUSO eCanters in customer operation in Europe, Japan and the United States, as well as in Australia and New Zealand. The total distance
covered by the global eCanter fleet in all-electric (and thus locally emission-free) mode is now around eight million kilometres - equivalent to about 200 circumnavigations of the globe. The Next Generation eCanter is taking this success to a new level.
Production of the all-electric light truck started in the first quarter of 2023 at the sister plant in Kawasaki, Japan. Kawasaki delivers the FUSO Next Generation eCanter to Japan as well as in all other non-European markets. In Europe, sales of the FUSO Next Generation eCanter will start in 17 markets: France, Spain, Portugal, Italy, the UK, Ireland, Germany, Austria, Switzerland, Belgium, the Czech Republic, Denmark, Sweden, Finland, Slovakia, Greece and Poland.
To better meet customer requirements, FUSO has made expanded specification choices for the Next Generation eCanter. While the previous electric truck was only available as a 7.49-tonner with a wheelbase of 3,400 millimetres, customers now have the choice of six wheelbases between 2,500 and 4,750 millimetres and a permissible gross vehicle weights from 4.25 to 8.55 tonnes. The load capacity of the chassis is up to five tonnes.
Next Generation eCanter is powered either by a 110 kW motor for gross vehicle weights of 4.25 and six tonnes, or a 129 kW motor for variants with a gvw of 7.49 or 8.55 tonnes, with an optimized driveline and 430 Nm of torque; the electronically-limited maximum speed is 89 km/h.
Depending on the wheelbase, three different battery packs are available: S, M and L. The batteries use lithium iron phosphate (LFP) cell technology.
These have a long service life and more usable energy than before. The battery pack in the S variant has a nominal capacity of 41 kWh and enables a range of up to 70 kilometres. In the M variant, the nominal capacity is 83 kWh and the range is up to 140 kilometres. The L variant, as the largest package, offers a nominal capacity of 124 kWh and a range of up to 200 kilometres. This is far more than the distance usually covered per day in light distribution traffic.
Regenerative braking can increase the range even further, which at the same time minimizes charging breaks. By comparison, previous iterations of the eCanter had only a standard battery capacity, with a nominal capacity of 81kWh and a range of up to 100 kilometres.
As far as battery charging is concerned, the Next Generation eCanter is compatible with all main voltages in the major markets. The charging unit supports charging with both alternating (AC) and direct current (DC). The Combined Charging System CCS is the charging standard, and charging is possible at up to 104 kW. DC fast charging from 20 to 80 per cent of capacity is possible in approximately 24 (S), 26 (M) and 39 minutes (L), depending on the battery pack. AC charging (11 and 22 kW) takes between around four and six hours, depending on the battery pack.
As part of its overall ecological strategy, the MFTE plant in Tramagal has successfully reduced its CO2 emissions step-by-step over the past few years, and at the end of 2022, balance sheet CO2-neutrality in production has been attained.
To reach this milestone, MFTE has continuously expanded its use of renewable energy and completed the conversion to green power sources, with 1,200 solar panels on the hall roofs produce up to 350 megawatts of electricity per year.
•
Future targets are to produce up to 600 megawatts of electricity. In addition to expanding photovoltaic systems, the plant is also testing technologies for the local production of green hydrogen.
Reducing water consumption is another measure the site is focusing on: Its own new water treatment plant already treats over 60 per cent of process water and returns it to the production cycle. At the same time, an optimized rainwater collection system is in the works for more sustainable irrigation of the green areas.
The Tramagal plant employs around 500 people, making it the largest employer in the region. From Portugal, the vehicles go to 32 European countries as well as Morocco. MFTE is a major exporter and Portugal’s third-largest vehicle manufacturer.
Bodywork/payload allowence is up to five tonnes
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