Destination Net Zero Magazine Issue Nine

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

E

Merc’s eActros Unveiled

ISSUE NINE

Tighter CO2 limits

Tyres reborn

Kangoo boosted

Burning hydrogen

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Welcome to issue eight of Destination Net Zero

Rough rides on the road to net zero The last few weeks have proved that the journey to net zero is not a smooth one. On the positive side we have at last seen some substantive plans from the Government for the next stage of battery-electric truck trials, two product launches from major German manufacturers, and, in the United States, a decent operational performance from the much hyped and delayed Tesla Semi.

On the other hand, the innovative Volta urban truck fell by the wayside after its chosen battery manufacturer went under, Tevva was left stranded after a stalled takeover, and serious concerns were raised as to whether Europe and the UK can actually build public charging grids of sufficient capacity to cope with the demands of heavy vehicle operations.

Perhaps the latter is the reason why our government has broadened its definition of a zero-emissions vehicle from one that does not have an exhaust system to anything that does not produce CO2 at point of use.

Significantly, this opens the field for using hydrogen combustion engines, as being developed by JCB, Cummins and Westport.

Proponents of hydrogen combustion point

out that such vehicles can leverage decades of experience in internal-combustion engines and provide a solution that can be pretty much dropped into current designs.

But questions remain over the production and supply of hydrogen: will building a hydrogen fuel network prove any easier than uprating our current national electricity grid to cope with the demands of battery trucks?

A hydrogen truck demonstration has won a £30 million grant from a total of £200 million in the Zero Emission Road Freight Demonstration programme. The £30 million will pay for 30 fuel-cell trucks from manufacturers including Scania, and four hydrogen filling stations on the M4 corridor.

Those figures should shake anyone who was not aware of the cost of fuel-cell technology for trucks, and strengthen the case for using the gas as a combustion fuel.

Further grants are mostly for battery-electric technology, although one is split with 30 fuel-cell trucks operating alongside 70 battery-electrics. Trucks from DAF, Renault, Scania, and Volvo will take part in four separate projects with 370 vehicles in total

supported by chargers and refuelling points.

Government funding aside, the plight of Volta and Tevva illustrate the perils of being an innovative manufacturer who is too far ahead of the game. And the same can apply to operators.

We spoke to one this week who, working with a major retailer anxious to reduce its Scope Three carbon emissions, had been encouraged to switch to gas vehicles to serve a particular contract. The gas trucks had duly been delivered, only for the retailer to drop the haulier like a hot brick when it emerged that the same contract could be served by a rival operator running diesel trucks for £100 a week per truck less (that’s £14.29 a day). The £100 represented the difference between the contract-hire rates for diesel and gas trucks.

It was an expensive lesson in the dangers of being a medium-size enterprise dealing with a multi-national one, and shows how virtue-signalling should always be taken with a pinch of salt if it involves a large corporate in extra expenditure.

Matthew Eisenegger, Publisher

issue 9 | destination net zero 3

Contents INFORMATION

6, 8, 9, 10 & 11 News Electric MAN Scania refresh CO2 limits tighten Hawkins electrifies

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

12 – 13 Thought Leadership Can we grow the e-Van market fast enough?

ADVERTISING Advertising Sales: David Johns Telephone: 01388 517906 Mobile: 07590 547343 Email: sales@cvdriver.com

14 – 17 Mercedes eActros 600 500km on a single charge

DESIGN Art Editor: Harold Francis Callahan Telephone: 01257 231521 Email: design@cvdriver.com CONTRIBUTORS Steve Banner Grahame Neagus Paul Kirby

20 –23 Michelin Tyres Retreading tyres to save the planet

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

26 – 29 Renault Kangoo e-Tech More power, longer range

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. © 2023

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

30 – 31 Paul Kirby He who hesitates is lost

32 – 35 JCB Hydrogen as combustion fuel Logo needs to be 240mm wide Logo should start 140mm below the bottom of the collar DESTINATION needs to be in white

E VISIT: www.destinationnetzeromagazine.co.uk

4 destination net zero | issue 9

SCAN ME

100% electric RENAULT TRUCKS E-TECH At Renault Trucks we are pioneers in electric vehicles.

Our experience, and that of our expert partners, can help you introduce electric vehicles to your fleet, and reduce CO2 emissions to the benefit of us all.

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

• Twenty prototypes have already been built

• Batteries are mounted under the cab and within chassis-rails

MAN open for orders of e-trucks Traton subsidiary MAN is now taking orders for two versions of its battery-electric truck: the distribution eTGS (narrow cab) and the longhaul eTGX (wide cab). Each of the eTrucks shares the cab of its diesel counterpart.

Recognising that operators will have to compromise price, payload and range to suit their particular operations, between three and six battery packs can be specified. If six packs are chosen then MAN claims a range of up to 800 km can be achieved. Reduce the number of packs to three and an extra 2.4 tonnes of payload can be carried, but range falls to 250 km. This MAN argues, is still sufficient for daily distribution runs where the truck can be depot-charged each night. When all six packs are specified, two are carried under the cab, and the rest along the chassis-frame. This arrangement allows low frame height versions to be built for high-volume payloads.

Unlike the Mercedes competition (page 14), the MAN trucks use a mid-mounted engine-and gearbox rather than having an e-axle incorporating axial traction motors. This arrangement takes up more space, but MAN argues that doing things the traditional way reduces impact of road shocks on the motor and allows the use of a standard drive axle, while allowing more load to be carried on the rear. There are three motor power options: 254, 330 and 400 kW (equivalent to 333 to 544 hp) and torque outputs are 800, 1150 or 1250 Nm. Two and four-speed automated transmissions are available. The regenerative braking qualities of the motor are enhanced by the transmission, giving braking effort that MAN claims is comparable with the best retarders

6 destination net zero | issue 9

found in diesel trucks, while returning charge to the batteries.

Fast charging on an as-yet non-existent network of high-capacity public chargers is going to be key to the success of battery-electric trucks.

MAN offers customers the chance to ‘future-proof’ their e-trucks by upgrading one of the two front CCS connections offered as standard to a MCS for fast-charging during statutory tachograph breaks. Initially, these will be capable of handling 750 kW, and with development, currents in excess of one megawatt. A further CSS connector is positioned at the rear.

Traton has joined forces with Daimler Truck and Volvo Group to set up at least 1700 charging points throughout Europe, and meanwhile offers a range of in-depot charging equipment for its customers. MAN points out that while it hopes that half of its production will be of electric trucks by 2030, for these to be a practical proposition 50,000 high-capacity chargers will need to be on stream in Europe before that date.

MAN is producing its own batteries, in-house, with a €100 million invested in a factory in Nuremberg producing nickel manganese cobalt (NMC) battery packs.

So far, MAN has built 50 prototype trucks, and 200 production units will be delivered to selected customers by the end of next year before mass production commences in 2025. The UK order book opens before the end of 2023.

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

Scania on urban recharge

Tevva merger stalls

UK electric truck manufacturer Tevva is considering legal action and seeking new partners after the collapse of a merger with American electromobility specialist ElectraMeccanica Vehicles Corp.

Scania has updated its range of urban battery-electric trucks, which were first introduced in 2021. The new urban BEV range incorporates technical improvements from the manufacturer’s more recent regional battery-electric trucks.

They will now be fitted built on an e-adapted chassis, and fitted with new auxiliary systems, and batteries giving customers greater flexibility when choosing a truck for urban tasks, such as distribution, refuse collection or construction.

Most significantly, there’s a new electric machine (combined motor and gearbox): the EM C1-4. This single permanentmagnet motor is paired to a four-speed gearbox and is expected to become Scania’s most popular powertrain option. It’s available in five different power outputs: 270, 300, 330, 360 and 400 kW. Unlike fellow Traton subsidiary MAN, which is building NMC batteries in-house, all Scania BEVs now have battery cells from Swedish manufacturer Northvolt, with battery packs assembled at Scania’s new facility in Södertälje. Earlier this year a joint validation test by Northvolt and Scania proved that lithium-ion cells could retain their capacity to power trucks for 1.5 million kilometres – equivalent to a truck’s whole lifetime. One of the main strengths of the batteries is their charging characteristics. Unlike other battery packs, Scania’s batteries can be charged repeatedly up to 100 per cent of their state of charge (SOC) window without any impact on their lifespan. This is thanks to a straight charging curve, which means that they charge with the same speed when almost full as when they are empty.

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The proposed deal would have seen production of the Iveco Eurocargobased Tevva continue at Tibury, Essex, but the company renamed as Tevva Inc, and with ElectraMeccanica’s CEO Susan Docherty in charge.

Tevva Inc would have been registered in Canada, and established in Delaware. Tevva Inc planned to start building trucks at ElectraMeccanica’s facility in Arizona, which is twice the size of the Tilbury premises, in 2026.

But ElectraMeccanica pulled out of the deal, citing “incurable breaches”.

A statement from Tevva said: “The Tevva team was deeply disappointed by this abrupt decision and had no opportunity to respond to ElectraMeccanica’s claims before they went public. Tevva gave full and open access at every point in the process to ElectraMeccanica’s advisors and management, with full financial due-diligence prior to signing the definitive agreement and senior members of the ElectraMeccanica executive team in residence for many weeks at Tevva’s UK facility.

“Tevva strongly refutes the basis under which the planned merger was terminated, with no regard to the agreement termination protocol, and will be seeking recourse through due legal process. Tevva will shortly go public on its rebuttal of the ElectraMeccanica claims via the company’s advisors.”

VOLTA FORCED OUT OF BUSINESS

Volta, the Anglo-Swedish electric truck manufacturer, says it has been forced out of business after the collapse of its battery supplier Proterra stalled production of its novel central driving position truck. Earlier this year, Volta claimed it had taken 300 firm orders worth a total of €85 million, for the Volta Zero urban delivery truck, but with no battery supply it has no immediate means of meeting them, and the associated shortfall in revenues made it impossible to raise further investment. The trucks were to have been built in Graz, Austria.

ECOGEN RUNS ON

GAS AT FERYTRANS Southampton-based refrigerated transport specialist Ferytrans has specified Hultsteins Ecogen systems on six new CNG-powered Scania 410 tractor units. It estimates that switching to gas reduces carbon emissions by 80 per cent compared to diesel trucks, while using the engine PTO-driven Ecogen system to drive trailer refrigeration units instead of the trailer’s conventional donkey engine reduces CO2 output by around 17 tonnes per trailer a year.

Director Fery Lazar reports that the only issues in operating the gas trucks are their increased leasing costs and higher oil consumption when compared to the diesel equivalent.

“They are covered by R&M, which means the dealer is responsible for the top-ups, which have to be done fortnightly,” he reports.

“The Ecogen system works well, and besides the saving in fuel costs has also reduced maintenance requirements on the trailers. They retain their diesel engines which are used to maintain trailer temperatures when parked, and are actuated automatically if required when the truck engine isn’t running.”

Ferytrans operates 40 trucks and 65 refrigerated trailers for major retailers, and the new Ecogen-equipped units will serve a contract with Lidl.

Tesla triumphs in American trials The Tesla Semi has beaten trucks from rival ‘disruptors’ and battery-electric trucks from mainstream manufacturers in operational trials in the American market.

Data from the North American Council for Freight Efficiency’s ‘Run on Less’ trials showed the Tesla truck outperforming rival designs, including those from Volvo, and Daimler Trucks’ subsidiary Freightliner. The next-best performer to Tesla was the Nikola Tre, which uses a Nikola BEV driveline in a forward-control Iveco S-Way chassis-cab.

NACFE tracked information gathered during a period of just over two weeks on a series of metrics as 22 trucks travelled across North America undertaking real-world delivery tasks. Data collected included charging infrastructure, charge management, truck performance, and cost of ownership.

Tesla Semi trucks operated by soft-drink and snack giant PepsiCo/Fritolay covered more miles per day on average than any other participating vehicle. Data collected during the event showed the Semi can travel about 400 miles, and then recharge to about 80 per cent of battery capacity in 45 minutes.

PepsiCo’s best-performing Tesla Semi covered an average of about 574 miles per day over the course of the 18 days, including mid-shift recharges. The best nonTesla vehicle was WattEV’s Nikola Tre with an average of about 255 miles per day, followed by OK Produce’s Freightliner eCascadia with an average of about 181 miles and Performance Team’s Volvo VNR Electric with an average of about 175 miles per day.

One PepsiCo Semi travelled 1076 miles in a single day with three fast-charging stints at 750-kilowatt chargers that brought the battery charge up to about 47 per cent, then 89 per cent, and then 52 per cent.

PepsiCo said 60 per cent of the miles driven over the 18 days of the event were with a gross vehicle weight of more than 72,000 pounds (32.7 tonnes). That’s a typical laden weight for the North American logistics industry, although short of the 82,000-pound limit for zero-emission semi tractor-trailer combos (the limit for standard Class 8 trucks is 80,000 lb). However, no actual payload figures have been released: and the weights of potential cargoes vary widely from potato crisps to soft drinks and syrups.

Hydrogen fuel for heavy-duty truck Westport Fuel Systems has demonstrated a hydrogen-combustion engined Volvo FH truck in commercial service in Spain.

Featuring Westport’s H2 HPDI (high-pressure, direct injection) fuel system, the Volvo truck has been transporting refrigerated goods for Mercadona, a leading Spanish supermarket chain.

Key partners in this collaboration included Disfrimur SL, a transport and logistics company specialising in sustainable transport, Enagás’ Subsidiary Scale Gas, the energy infrastructure firm responsible for refueling the vehicle at its Madrid refuelling station, and Versallis Tech Services, a consulting firm specialising in hydrogen and renewable energy services. issue 9 | destination net zero 9

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

EU TIGHTENS DEMANDS ON CO2, MANUFACTURERS PROTEST Members of the European Parliament have demanded even greater than planned reductions in future CO2 emissions from heavyduty vehicles.

Working from a 2025 baseline, these would see CO2 emissions fall by 45% in 203034, 70% in 2035-39 (rather than the 65% proposed by the European Commission), and 90% by 2040.

Included in this is a proposal that all new city-buses should be zero-emissions from 2030 (although a derogation to 2035 for buses running on accredited biomethane might be permitted).

• Struggling to keep up: this vehicle charging station is powered by a diesel generator

ACEA, the European vehicle manufacturer’s association, protests that the EU’s own Alternative Fuels Infrastructure Regulation (AFIR) falls short of meeting the demands of this latest proposal. It argues that it is uncertain whether a sufficient electric-charging and hydrogen filling infrastructure will be redy in time to meet the needs of an alternative-fuel vehicle parc of the size necessary to meet the proposed reductions in CO2 output.

help alleviate the higher cost burden of zeroemission models and shore up much-needed demand in a strictly B2B market.

Even if member states manage to meet the ambitious targets set by AFIR, and there is sufficient grid capacity available to drive the chargers at the locations where they are required ACEA says that 50,000 publicly accessible chargers (35,000 of which must be MCS (Megawatt Charging Systems) and 700 hydrogen refilling stations (with a daily capacity of two tonnes) are required. In the face of these challenges, several manufacturers are even jointly investing in the ramp-up of trucksuitable charging infrastructure, but more must be done.

Another key factor driving transport operator investment decisions is the total cost of ownership (TCO). Transport operators will only consider investing in battery-electric or hydrogen-powered vehicles if they can be operated as profitably as conventional vehicles.

However, upfront investment costs will remain higher for zero-emission models than conventional ones.

Similarly, a full range of support measures, including purchase incentives to invest early in zero-emission trucks and buses and the necessary charging/refilling infrastructure (also at private/semi-public depots), could also 10 destination net zero | issue 9

Public procurement also plays a decisive role, as seen in urban bus investments. Even without regulation for vehicle manufacturers, the share of zero-emission buses has increased rapidly over the last few years thanks to strong demand-side measures.

As long as fossil fuels, such as diesel, remain more cost-competitive than climate-neutral power sources, transport operators will not switch to zero-emission models.

Equally ambitious regulatory initiatives are needed that encourage and support transport operators to consider the benefits of zeroemission vehicle investments in their CO2-

emission calculations. The CO2 regulation’s targets are minimum targets, which vehicle manufacturers can and will want to exceed if there is actual demand. The very least truck and bus manufacturers can ask for in a sensible policy framework is that enabling conditions are monitored very closely and annually to ensure everyone – upstream and downstream – is on the same trajectory.

Aside from better addressing enabling conditions, EU policy makers should also reconsider the proposal for new vehicle groups, such as medium lorries, heavy trucks with special axle configurations, buses, and coaches, which will become subject to CO2 reduction targets. The proposed CO2 reduction targets for these vehicle categories compared to a 2025 baseline are highly unlikely to be achievable. Therefore, wherever possible and where CO2 data are available, a new, earlier baseline (eg 2020), should be established.

Oil company bp has joined the H2Accelerate initiative, supporting the development of hydrogen refuelling infrastructure for trucks across Europe. It aims to accelerate the adoption of hydrogen-powered heavy-duty transport, and reduce carbon emissions.

Mission Zero aligns

with UN standards

Hawkins gets heavy with electric Volvos Staffordshire’s Hawkings Logistics has taken delivery of its first two heavyduty electric trucks as it moves towards a sustainable future.

The 4x2 Volvo FM Electric tractor units are serving local deliveries, and cover up to 250 km daily before returning to the Hawkins depot at Fradley for overnight charging.

Paul Hawkins, operations director at Hawkins Logistics, said: “In line with our commitment to innovation and sustainability, we are thrilled to unveil these Volvo FM Electric trucks, which will replace two diesel trucks. This significant investment not only underscores our dedication to reducing our carbon footprint but also empowers us to lead the charge towards a greener and more eco-conscious future for the logistics industry.”

The FM Electrics each feature three electrical motors, generating an output equivalent to 666hp and 2,400 Nm of continuous torque, and drive through a standard I-Shift gearbox giving a smooth and ultra-quiet in-cab experience.

This impressive performance is handled by an electromobility traction control system to help manage power output on slippery surfaces, while different drive modes are available to set the desired performance, comfort, and energy usage levels. Equipped with the maximum six batteries, Hawkins Logistics’ FM Electrics each offer a range of approximately 300km and can be recharged in just 2.5 hours with a 250kW DC charger, or 9.5 hours on a 43kW AC charger.

The FM Electrics have been specified with full air-suspension, spacious Globetrotter cabs, and Alcoa Dura Bright alloy wheels. A Drive++ package also adds dual armrests, leather upholstery and fully electronic air-conditioning with sun, mist, air quality sensors and a carbon filter – ensuring premium driver comfort.

To improve safety further, Hawkins Logistics also opted to include Forward Collision Warning with Advanced Emergency Braking in the specification.

Both trucks are fully backed through comprehensive five-year Volvo Gold Contracts to guarantee maximum uptime. This includes preventative maintenance and repairs, plus the monitoring of key systems including batteries and other critical components.

The trucks were supplied by Volvo dealer Harshorne Group.

Green fleet accreditation scheme Mission Zero has aligned its standards with those of the United Nations Sustainable Development Goals. These are at the heart of the 2030 Agenda For Sustainable Development which was adopted by UN member states in 2015 and is now being implemented by major global corporations.

Crucially, Mission Zero says it has been able to translate the United Nations SDGs into a realistic, easy to implement framework that can be successfully achieved by any size of organisation, even those with only one vehicle.

One of the first organisations to specify Mission Zero to its supply chain will be DigiHaul, the UK digital freight platform. Lucy Rodriguez, DigiHaul’s environmental lead, said: “More and more of our customers are demanding sustainable transport solutions and our adoption of Mission Zero allows us to demonstrate a consistent, independently audited standard across our network of over 700 hauliers”.

Leading transport sustainability expert, Dr Sarah Wixey, director of strategy and sustainability at Vitus Energy was involved in the development of the new Mission Zero Standard.

She said: “This is not just about HGV’s and fleet operators, every company uses a vehicle at some point, whether directly or within their supply chain.

Even organisations that just have company cars or a grey fleet should consider implementing Mission Zero, demonstrating that they are not only operating safely and legally, but also committed to improving their sustainability; we all need to play our part”.

Mission Zero already covered key sustainability elements around vehicles, fuels, and emissions, however, the latest version of its standard incorporates additional sustainability requirements covering areas such as the reduction of single-use plastics, energy-efficient devices, health and wellbeing, equality and diversity, and the gender pay gap. Although Mission Zero is about fleet standards, these requirements cover the whole organisation, not just the fleet department. issue 9 | destination net zero 11

Taming the monster of indecision Grahame Neagus, Head of LCV, Renault Trucks UK & Ireland

As I write this, we are expecting the final result of the Government’s deliberation on comments raised about the ZEV Mandate, which will ‘Go Live’ on 1st January 2024.

This date has both its positives and challenges for all concerned.

In Cambridge, one logistics provider in the shape of Welch’s Transport is working to encourage local businesses to be part of an emission free Urban Consolidation Centre (UCC). This unique approach provides 100% emission free distribution straight to the doors of businesses utilising electric trucks to e-cargo bikes and even drones, efficiently and with zero emissions.

A Technology Park home to circa 75 different businesses all having their parcels, goods and services delivered only in a zero-emission vehicle sounds like eutopia for many of us

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and certainly a brilliant example of what can be achieved, yet still getting that first one off the ground seems to be very difficult. While potential clients are engaging in the process, take up among local businesses remains painfully slow.

What are the barriers holding people back when the businesses being served by Chris Welch and his team do not need to invest in anything more than a contracted commitment?

There is a desire for innovative carriers like Welch’s Transport to use e-cargo Bikes and drones to really push the boundaries of what can be achieved, yet outdated

legislation around e-cargo bikes for example mean that today’s super-efficient versions like the Kleuster bike that carries 350kgs cannot operate on cycle lanes due to their engineered performance being superior to rules that were put into legislation over a decade ago.

For operators, a deeper dive shows that range is much less of an issue these days; the cost of infrastructure combined with the time taken for installation can certainly be a challenge, but not insurmountable; TCO is getting much closer to parity with diesel equivalent; but it comes largely back to the point of Government confidence and direction in helping all of us make the transition.

“The Plug in Vehicle Grant for Vans at £5,000 is seemingly not enough to help the transition in 2023.”

• Grahame Neagus

From a local public sector perspective, the challenges in the transition are even more stark. Current fiscal pressures on all authorities up and down the UK are running against the tide of want and desire.

According to a recent report by Grant Thornton, one-in-six councils are in risk of running out of money, and Birmingham is a timely reminder of just that.

Public sector transport operations want to go zero emission, their constituents want the same, and drivers who have experienced electric vehicles have also felt the benefit. Indeed, the vast majority of refuse collection vehicles could be electric today. Yet with local authority transport budgets being slashed, procurement managers are faced with a choice: either purchase far fewer electric vehicles in a fiscal year, or buy Euro VI diesel once again to upgrade ageing fleets.

If we are to meet the Government’s own challenging net zero targets, we need investment and a clear policy from Government to support EVs. And this requires difficult decisions around legislation, including dispensation, incentives, support for energy supply and infrastructure. The Plug in Vehicle Grant for Vans at £5,000 is seemingly not enough to help the transition in 2023.

The Light Commercial ZEV Mandate brings real challenges for OEMs. If the buying public decide not to invest in new EV technology, for whatever reason, then one likely scenario is that ICE sales will fall in the coming years because OEMs are having to restrict ICE supply in order to maintain the correct percentage ratios of EV to ICE each year. The net result is a potential dramatic drop in vehicle registrations as operators keep hold of

their existing, more polluting, vehicles longer. This may create a pressure point when they do want to – or have to – exit their existing vehicles, with OEM supply unable to keep pace with demand as we move closer to 2030.

Again, Government action can help us in ensuring we have a smooth transition and not one that is throwing out the anchor and then a few years later, having one’s foot flat to the floor.

Procrastination across many levels is slowly grinding our industry to a halt; now is the time to act, before it is too late. The ZEV Mandate means a major shift from single figure percentage of EV registrations within the medium to large van segments up to 10% in a matter of weeks. We all need this longer-term vision of certainty in order to plan properly.

issue 9 | destination net zero 13

Mercedes-Benz Trucks celebrates world premiere of the battery electric long-haul truck eActros 600 At an international event at Truckstop on the outskirts of Hamburg Mercedes-Benz Trucks launched its highly anticipated eActros 600 long-haul battery-electric 4x2 tractor unit.

With a range of 500km the eActros is driven by the new 800V electric axle with twin electric motors and a four-speed transmission, which was developed in-house specifically for this vehicle. The motors can generate a continuous output of 400kW and a peak output of 600kW. The eActros is configured with three lithium iron phosphate cell technology (LFP) batteries, each with a capacity of 207kWh. It’s their combined 621kWh capacity that gives the truck its ‘600’ designation. LFP batteries are known for their long service life, and Mercedes claims they will still have 80% of new capacity after 1.2 million km and 10 years of operation.

With an anticipatory driving style, electrical energy can be recovered through regenerative braking, which is fed back into the batteries of the eActros 600 and is then available again for the drive system.

Regenerative braking also puts less load on the friction brakes of the eActros 600.

Depending on the situation, the driver can choose between five levels of regen. Onepedal driving can also be optionally enabled on the touchscreen in the digital cockpit: activating regenerative braking as soon as the accelerator pedal is released.

In addition to CCS charging with up to 400kW, the truck can be future-proofed with the pre-installation of megawatt charging (MCS). When this technology becomes widely available the batteries can be charged from 20% to 80% in just 30 minutes, this currently takes less than an hour.

Improved aerodynamics help to give eActros 600 a 500km range thanks to a new slippery ‘ProCabin’ cab, which features an 80mm protrusion at the front, allowing for better streamlining. Obvious styling features include a completely closed and roundedoff front panel, a redesigned bumper with cont.

“In addition to CCS charging with up to 400kW, the truck can be future-proofed with the pre-installation of megawatt charging (MCS).”

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underbody panelling, revised access steps and doors, air deflectors on the A-pillars and new LED headlamps. All these changes mean ProCabin has a 9% drag coefficient improvement over the current diesel-powered Actros.

The vehicle is technically capable of a gross combination weight of up to 44 tonnes. With a standard semi-trailer, the eActros 600 has a payload of around 22 tonnes in the EU. In some cases, national law may permit a higher payload.

Despite costing roughly two-and-ahalf times the price of an equivalent diesel-powered Actros, Mercedes estimates that operators could see a cost parity with diesel in around five years/600,000km. It is basing this calculation on countries like France and Germany, which have comparatively low electricity costs and have proposed CO2-based truck tolls.

Sales of both eActros 600 4x2 tractors and multi-axle rigids start this year, with series production planned for the end of 2024. In the meantime, the first 50 prototype trucks are about to commence customer trials.

Karin Rådström, CEO Mercedes-Benz Trucks, said: “The eActros 600 stands for the transformation of road freight transport towards CO2 neutraility like no other truck with a three-pointed star. It is characterised by highly innovative drive technology that can offer our customers particularly high energy efficiency and thus profitability.

This makes entry into e-mobility even more attractive for fleet operators.” end

“The eActros 600 stands for the transformation of road freight transport towards CO2 neutraility” issue 9 | destination net zero 17

Transport emissions - did you know?

Emissions from transport have long been the focus of the Government, regulators and manufacturers. In this article, transport funding specialists, Close Brothers Asset Finance, take a close look at the progress that’s been made to reduce greenhouse gas emissions.

The UK’s greenhouse gas emissions have roughly halved between 1999 and 2022, from 813 million metric tonnes to 417.1 million metric tons of carbon dioxide.

Today, transportation – in all its forms – is the largest emitter of greenhouse gas emissions in the UK, responsible for a quarter of all emissions: • Transportation

25.7%

• Energy Supply

20.4%

• Business

17.7%

• Residential

16.3%

• Agriculture

11.2%

• Waste Management

4.4%

• Industrial Process

2.4%

• Public

1.8%

Passenger cars are – by some distance – the largest emitters, followed by Heavy Goods Vehicles (HGVs): • Passenger cars

52.0%

• HGVs

19.6%

• Light duty vehicles

16.6%

• Shipping

4.9%

• Buses

2.3%

• Railways

1.4%

• Aviation

0.6%

• Mopeds & motorcycles

0.4%

• Other mobile

1.5%

• Other road

0.6%

The Aviation sector has the highest carbon footprint of the various modes of transportation in the UK, followed by passenger cars (figures in grams of carbon dioxide equivalent per kilometre): • Domestic flight

272.6

• Long-haul flight

261.3

• Regular taxi

208.1

• Short-haul flight

185.9

• Average car (diesel)

169.8

• Average car (petrol)

163.9

• Average car (hybrid)

118.9

• Average motorbike

113.7

• Average ferry

112.7

• Average local bus

102.2

• Average car (BEV)

54.8

• National rail

35.5

• Coach

27.2

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Treading lightly

How Michelin is reducing the environmental impact of its truck tyres.

Words: Steve Banner

Make sure

yyou drop that old yoghurt pot into the recycling bin. Michelin may be able to make use of it along with orange peel, rice husks, and a whole host of other materials it is seeking to employ in a bid to make its tyres more sustainable.

It is also co-operating with Swedish start-up Enviro to extract oil, steel and other raw materials from old tyres which it can then put into new ones. It has now produced a tyre with a 40% sustainable content, with a target of 100% by 2050.

“Our vision of the future is based on one conviction,” says chief executive officer, Florent Menegaux. “Tomorrow, everything will be sustainable at Michelin.”

The global tyre manufacturing giant has in fact been engaged in a major recycling project for a century. It started retreading truck tyres as long ago as 1923 – way before environmental concerns became fashionable – and is continuing to do so today.

Employing 180 people, its retread plant in Stoke-on-Trent plant operates round-the-clock five days a week on three shifts, breathing new life into old tyres.

“Set up in 1927 to make new tyres, the Stoke factory began turning out retreads in 1968 and has produced around 10m since.”

20 destination net zero | issue 9

On average only 20kg of raw materials needs to be added to a truck tyre casing to manufacture a Michelin Remix retread.

By comparison producing a new tyre from scratch requires 70kg, so opting for a retread leads to a 70% raw material saving.

Buy 100 retreads rather than their new equivalents and you have achieved a material saving of up five tonnes, Michelin contends. Over six tonnes of CO2 emissions are saved too, it observes.

Set up in 1927 to make new tyres, the Stoke factory began turning out retreads in 1968 and has produced around 10m since.

Michelin also operates a retreading plant in Homburg, Germany, and has made some 30m retreads across the UK and Europe over the past half-century or so.

That has led to a 1.5m tonne raw material saving plus a CO2 saving of almost 3.5m tonnes, the group calculates. cont.

• Andrew French, B2B Sales Director issue 9 | destination net zero 21

“Retreading is a more sustainable and environmentally-friendly process than new tyre production,” UK business-to-business sales director, Andrew French explains.

The Remix programme is not solely about retreading however. It denotes a four-stage plan said to be capable of extending tyre mileage by a more-than-healthy 150%.

The casings that arrive at Stoke for retreading undergo a thorough examination before new treads are applied in a process that encompasses everything from a visual and tactile inspection to X-raying.

Run in conjunction with Michelin dealers, the Remix scheme begins with a new tyre, which is regrooved once the tread depth has worn down to 3mm to 4mm. It is sent for retreading once the depth has gone down to the legal limit of 1mm, then regrooved once again at 3 to 4mm.

If a casing is tagged as usable then it undergoes preparation before receiving its new tread and sidewalls. New rubber is applied, and the casing is put in a hotcure press which moulds on the tread pattern at a temperature of up to 200 degrees Celsius for roughly 90 minutes.

Thereafter it may be destined for disposal, but the materials it contains are recycled as far as possible. Rubber granules are used in road construction and sports surfaces among other applications.

The amount of rubber used and the materials employed in the process are the same as would be used to finish new tyres, Michelin stresses.

Retread a tyre and you extend its potential mileage by 100%, Michelin contends.

Regroove it twice, and you benefit from a 50% mileage uplift.

What is more, regrooving improves fuel efficiency by roughly 5%, cutting CO2 emissions as well as saving cash.

Good-quality retreads are roughly 30% cheaper than premium-brand new tyres says the global tyre giant, but are not used in all roles. When advising a customer on tyre policy Michelin typically recommends that new tyres are used on steer axles, as they wear the quickest, and for the rearmost axle on trailers, as they suffer the most lateral scrub.

“It’s a strategy that works well for most businesses,” reckons French. “With retread tyres you need a flow of product to feed your casing bank, so by fitting new tyres on the steer and rear trailer axles you should always have a supply of retreads for your drive axles and first and second trailer axles.”

“The completed retread is inflated to 140psi to ensure its integrity as part of a final quality inspection.”

22 destination net zero | issue 9

The completed retread is inflated to 140psi to ensure its integrity as part of a final quality inspection. If the casing has had to be repaired then 50,000 volts is passed through it to detect any penetrations.

All Remix tyres use Michelin casings.

However Stoke also operates the Encore programme, which involves retreading Remix tyres for a second time as well as retreading tyres from other tyre makers.

At present Michelin only markets hotcure retreads in the UK, but sells pre-cures alongside its hot-cure products elsewhere in Europe under the Recamic banner.

It is an approach French defends.

“Remember that hot-cure represents around 70% to 75% of the total British market,” he remarks.

That of course means that Michelin is in effect excluding itself from the remaining 25% to 30%. As a consequence French will not rule out launching Recamic pre-cure retreads on this side of the Channel, but gives no hint as to when this might happen.

With a pre-cure, ready-formed treads are applied to casings which are then placed in a rubber bag. All the air is extracted from the bag and the tyre is cured in an oven at 115 degrees C for just over four hours.

Around 10% of the tyres that arrive at Stoke for retreading under the Remix scheme are given the thumbs-down because they are too badly damaged.

That can often be the result of a failure to maintain them at the correct pressure, leading to overheating and internal collapse.

“Effective tyre pressure management is vitally important,” French says. So is including tyres in the driver’s daily walkaround check so that any visible defects are dealt with quickly.

Fail to do so, and they could lead to an expensive tyre blow-out; and a wrecked casing that cannot be re-used. end

• A retread tyre only uses 20kg of material issue 9 | destination net zero 23

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Jump to it!

Will more power and a longer range help the latest electric Renault Kangoo van hop ahead of the diesel competition? Words: Steve Banner

Renault has revamped

its electric Kangoo with a more-powerful electric motor, a bigger battery and a longer range between recharges.

The old model was equipped with a 44.7kW (60hp) motor married to a 33kWh battery offering a claimed range of 143 miles.

The latest Kangoo E-Tech features a 90kW (120hp) motor delivering 245Nm of torque and married to a single-speed transmission.

Power is delivered from a 45kWh lithiumion battery delivering an anticipated 186mile range.

Charging times vary from under seven hours if you connect your E-Tech to a wallbox, says Renault, to 42 minutes with a 75kW DC rapid charger which will get you to fourfifths of the battery’s capacity.

The changes form part of an overarching revision to Kangoo. Changes, which also apply to petrol and diesel models, include a restyled exterior with C-shaped LED daytime running lights and a reimagined cab interior.

Kangoo and Kangoo E-Tech customers can select either a short- or a long-wheelbase model with load cubes of 3.3cu m and

“Onboard safety features include ABS with Emergency Brake Assist, Electronic Stability Control, Traction Control System, and Hill Start Assist.”

26 destination net zero | issue 9

4.2cu m respectively. Two trim levels are listed - Advance or the more upmarket Extra – and Kangoo/Kangoo E-Tech can be ordered in crew van guise.

We selected a short-wheelbase E-Tech in Advance specifications. Like all electric light commercials, it does not come cheap, with a manufacturer’s on-the-road recommended retail price of £37,075 after the Plug-in Van Grant.

Entry to the load area is by means of a sliding door on each side or through asymmetric twin back doors.

They open to reveal a cargo bay with ten tie-down points. A 12v socket sits near the offside rear door.

A plastic full-height bulkhead is fitted, presumably for the sake of lightness. It looks robust enough.

At a modest 608kg, payload is significantly less than that of the cheaper equivalent diesel model, but braked trailer towing capacity is a healthy 1500kg.

Renault decided to equip our demonstrator with an optional camera which shows what is behind you at all times. The picture is displayed on a dedicated screen.

At first we found it distracting, but we soon got used to it and appreciated the clarity of the image.

At a hefty £800 however – all prices quoted here exclude VAT - the price is wince-making. Cost-conscious operators may elect to stick with the van’s heated electrically-adjustable, exterior rear-view mirrors instead.

Drivers should also remember the wideangle mirror mounted on the inside of the passenger sun visor. One of the cleverest in-cab ideas we’ve ever come across, it will allow them to see a cyclist who would otherwise be hidden in E-Tech’s blind spot edging down its nearside.

The aforementioned camera is separate from the reversing camera – another cont.

issue 9 | destination net zero 27

option – which delivers a different, closequarters, image to the touchscreen in the centre of the dashboard. The reversing sensors which complement it are standard.

The 8ins Easy Link touchscreen controls the infotainment system. A DAB radio, Bluetooth connectivity, Android Auto, and Apple CarPlay are all ready for use as are USB ports and a 12v power socket.

Our demonstrator came with an optional smartphone dock.

Our Kangoo E-Tech did not come with an ignition key, but instead employed an optional keycard which must be present when you press the button which starts the vehicle. The electric parking brake can engage and disengage itself automatically.

In theory opting for a passenger bench seat makes the cab a three-seater. In reality, a lack of leg and shoulder room makes travelling any distance squatting on the middle perch an uncomfortable experience.

The centre seat offers one benefit, however.

Its back can be folded down and turned into a handy desk.

Good to see that the heating and ventilation and automatic air-conditioning systems are controlled by chunky, user-friendly knobs rather than fiddly little switches.

Onboard safety features include ABS with Emergency Brake Assist, Electronic Stability

28 destination net zero | issue 9

Control, Traction Control System, and Hill Start Assist. Renault has recently made Lane Departure Warning, Driver Attention Alert, Active Emergency Braking System and Tyre Pressure Monitoring System standard too.

Blind Spot Intervention was fitted as an option.

Ensure you make full use of Kangoo E-Tech’s regeneration system whenever you descend a hill.

Tap the shift lever to the right and select B1, B2 or B3 – the maximum – and oodles of free energy will be pumped into the battery whenever you take your foot off the accelerator pedal, extending the van’s range.

It operates smoothly, and does not result in your being thrown forwards every time you use it.

A display on the instrument panel tells you how much charge is going into the battery, and how much range you have got left.

Another way of stretching the gap between recharges is to push the Eco button on the fascia.

You experience some fall-off in performance after doing so, but the effect is modest if you are lightly laden, and the air-conditioning does not seem to be affected.

Keep your finger off the Eco button and you will find on-highway performance is more than acceptable no matter how much weight you have onboard, with rapid acceleration and relaxed motorway cruising.

The Renault handles well but, as with most vans, the ride can be choppy when you are lightly-laden.

The lack of a diesel engine growling away under the bonnet means all the other potential sources of noise – the tyres hitting the highway, for instance – become more evident. Artificial noise is generated at low speeds to alert other highway users to the van’s presence, although pedestrians crossing the road while preoccupied with their mobile phones may not hear it.

Kangoo E-Tech is protected by a three-year/100,000mile warranty, with the battery covered for eight years/100,000 miles. The anti-corrosion warranty runs for 12 years while the paintwork warranty lasts for three years.

Service intervals are set at one year/12,000 miles for the first year then two years/24,000 miles thereafter.

Verdict? The improvement in range can only be applauded and should help Kangoo E-Tech appeal to a wider audience. While payload capacity is unimpressive, on balance it’s an attractive package; and it’s pleasing to see that Renault has recently enhanced onboard safety. end

“Kangoo E-Tech is protected by a threeyear/100,000-mile warranty, with the battery covered for eight years/100,000 miles.” issue 9 | destination net zero 29

Paul Kirby: The electric van man Watt’s up with Electric Vans As I write the first of these columns that will keep readers informed of the state of the e-LCV Market and the challenges we face, we have just had the very good news that the Prime Minister has confirmed both the 2030 ban on the sale of petrol and diesel only vehicles and that the mandated migration will remain “largely unchanged” – Just got to write it into legislation now Rishi!

The Iceberg of negativity Approaching this ban, and all that it entails for the automotive industry and the consumer, I’m disappointed to see the continuing negativity wherever I look regarding the forthcoming replacement of the ICE car and van. It’s everywhere – mainstream media, our own industry press, social media – even our government’s commitment has been questionable sometimes with hesitancy and a lack of clarity regarding their intentions and future plans. Senior representatives of the Department for Transport have certainly not

been able to articulate any kind of plan for zero emission vans on any occasion when I have asked them to in a public setting.

The ZEV Mandate Much talked about, but as yet not set in stone, the planned Zero Emission Mandate is a proposed government scheme to ensure that vehicle manufacturers register an increasing proportion of zero-emission vehicles compared to ICE cars and vans.

Scheduled to commence in 2024, in that initial year 10% of all new vans must have zero emissions. This will rise incrementally each year so that by 2030, the BEV share of production will have to be 70%, rising to 100% by 2035. This all sounds great in principle, but, to quote Mike Hawes from the SMMT ‘While the proposals rightly reflect the sector’s diversity, late publication and lack of regulatory certainty make product planning near impossible, and the continued lack of clarity as to what technologies will be permitted beyond 2030 undermines attempts to secure investment’.

And this is the crux of the matter for manufacturers. Product planning, research and development, sourcing of components and materials – you name it, it takes time. A lot of time, and all of this is very expensive.

The market share of BEV vans is just 5.4% as of the calendar year to August 2023, and that’s 0.1% lower than at the same time in 202!. So, with at the time of writing, just four months until the start of 2024, the van manufacturers have no idea whether they will really have to gear up to meet this target which almost doubles the market share being achieved by electric vans right now. And, crucially they want to know how demand is going to be stimulated...

So what? You might think. If they don’t meet the target, that’s no big deal to me. Well, yes, yes it is. You see, for each van that manufacturers sell that doesn’t meet the target (i.e., an ICE is supplied in lieu of a BEV), they’ll get fined. This sum isn’t a pittance either. It’s £18,000 per van. Where’s that money going to come from? It’ll either be recovered through

• Maxus eDeliver

30 destination net zero | issue 9

“It needs to incentivise investment in infrastructure, dedicated to the commercial vehicle sector.”

• Paul Kirby

increased pricing on vehicles in general, or by some very serious cost downs in vehicle spec, manufacturing infrastructure, or both. Serious failure could potentially see manufacturers re-considering their territorial marketing strategy, maybe even leaving the UK altogether as in the case of Mitsubishi Motors.

Whilst manufacturers have generally been supportive of the ZEV Mandate in principle, they’re pretty much unanimous in their deep concern about this lack of clarity. Even if it passes into legislation today, a doubling of BEV market share in the LCV sector is going to be a massive challenge.

The Customer Challenge Talk to anyone involved in selling vans and they will tell you that, right now, getting bums on battery-electric van seats, particularly in the SME sector is a tough gig, even though we have some great products out there, like the Ford E-Transit, the growing Maxus range and the Stellantis range of small, medium and large vans.

Despite there being some very aggressive pricing in recent months, the negative press that we’ve all seen together with ‘pub talk’ and discussions on social media channels has persuaded the average man and woman in the street that an electric van won’t work for them. The majority of this opinion has been reached, I feel, without research and is based on anecdotal sentiment and, if I can dare suggest it, a reluctance to (and fear of) change.

‘I need more than 200 miles range’ ‘I need to carry over a tonne’ ‘I need to tow’ ‘It’ll get nowhere near that range with weight on, and in winter’ ‘I’ve nowhere to charge it’ ‘They’re too expensive’ ‘Those batteries don’t last’ The list of classic objections goes on and on – and in many individual cases, they are either ill-founded or just wrong. But, to be absolutely fair, an electric van won’t currently be viable for some, and we

need to look at why, and between us all, government, manufacturers and even to some degree the potential customer, tackle what is holding back EV adoption. If we nail that, then we’ll be on course, attitudes should change and manufacturers won’t be forced to build a mix of vans that doesn’t align with customer demand and dealers won’t be ramming square pegs into round holes.

The Way Forward Primarily, we’re back to the government, and the ball has to remain in its court.

Even if they fully confirm 2030 and the ZEV Mandate, we need a plan! It needs to incentivise investment in infrastructure, dedicated to the commercial vehicle sector.

We need van operators to be encouraged, educated and reassured, and we need manufacturers to be given the confidence to invest further in product development so our BEV vans go further, carry more, and quickly become the friend of the business rather than an unwanted burden being forced upon them.

PAUL KIRBY BIO Paul has over 30 years of automotive experience, focused on Commercial vehicles. His passion for the electrification of the Van sector is widely recognised. He now runs his own Consultancy, Media and Training business, EV Essentials Ltd, and is also a founder member of The EV Café team. His main aim is to help fleets get started on the transition to an electric/zero emission fleet.

Paul Kirby on LinkedIn: www.linkedin.com/in/thepaulkirby/ The EV Café on LinkedIn: www.linkedin.com/company/theevcafe/ Paul Kirby on YouTube: @electricvanman / www.youtube.com/@electricvanman

issue 9 | destination net zero 31

Something in the air Does hydrogen as a combustion fuel present a viable alternative to battery or fuel-cell electric power for the heavy-duty segment? JCB thinks so.

While battery

electric powertrains have become the driveline of choice for many passenger car, light commercial and even some truck manufacturers as they head towards a zero-carbon future, there are plenty of companies looking at alternatives to EV. Battery-electric works well on smaller equipment, but there are limits to its effectiveness as weights and distances grow.

32 destination net zero | issue 9

Hydrogen has been offered as an alternative by some companies: most notably Toyota in its Mirai passenger car, which is now donating its fuel cell driveline to the Hilux pick-up.

Fuel cells have also been proven in heavier equipment, including trucks and construction excavators from manufacturers like Hyundai.

However the fuel cell, which combines hydrogen with oxygen to create electricity, producing water vapour as the only emission, does have its limitations. Fuel cells are expensive and relatively delicate, particularly when considering heavyduty applications in construction and agricultural equipment.

to other equipment manufacturers as a thirdparty power source.

In what JCB calls its ‘Off-Road to Zero’, the company has been working on a range of alternatives to diesel. It was among the first construction equipment firms to launch a commercially-available full-electric mini-excavator and this has been joined by electric compact wheeled-loaders, telescopichandlers, and a range of access platforms that run on battery power alone.

But JCB believes that batteries stop being an effective solution once its equipment gets above around 8-tonnes operating weight.

This is not only because the number and size of batteries required for larger machinery would be hugely expensive and very heavy. It also has to do with charging infrastructure.

On a construction site it is relatively easy to bring smaller mini-excavators and loaders back to a compound during the lunch break or in the evening to charge. As the machinery gets bigger though, you need to be able to take the fuel to the machine, rather than bringing the machine to the refuelling point.

A potential solution is using hydrogen as a fuel, to power a conventional internalcombustion engine, rather than a fuel cell stack. If you can create a similar power and torque output from a hydrogen-fuelled engine as its diesel counterpart, then you can use existing transmission and hydraulic pump technology in the machine: the key difference is that the exhaust gas consists of water vapour, rather than CO2.

Construction demand That is the approach being taken by the UK’s biggest construction equipment manufacturer, JCB. The Staffordshire-based global company has an established range of four and six-cylinder diesel engines, which power its own machinery and are marketed

With a mobile on-site refuelling system, JCB believes that the hydrogen engine offers a level of operating autonomy that customers can work with. Having trialled a fuel cell in a 20-tonne excavator, in mid-2022 company chairman Lord Anthony Bamford set the engineering team at the company’s engine plant a challenge. He tasked them to develop a hydrogen burning engine that would offer the same power and torque as the diesel models, would require similar

cont.

“Fuel cells are expensive and relatively delicate, particularly when considering heavy-duty applications in construction and agricultural equipment.” issue 9 | destination net zero 33

service intervals, and would take up a similar physical space within the machinery, making it easy to adopt.

With a budget of £100m, around 150 engineers set to the task, creating more than 50 prototype engines before settling on a marketable design. The result is a hydrogen engine that was launched in early 2023 at the Conexpo construction equipment exhibition Las Vegas.

“The unique combustion properties of hydrogen enable the hydrogen engine to deliver the same power, the same torque and the same efficiency that powers JCB machines today, but in a zero-carbon way,” said Lord Bamford.

“By leveraging diesel engine technology and components, they do not require rare earth elements and critically, combustion technology is already well proven on construction and agricultural equipment. It is technology which is cost-effective, robust, reliable, and well known throughout not just the construction and agricultural industry, but the whole world.”

combustion engines in vehicles used on the roads in the future, including cars.”

The JCB H2 design The hydrogen engine block has much in common with JCB’s four-cylinder 444 diesel engine, though the hydrogen unit gets a completely new cylinder head and a combustion system with far lower injection pressures than its diesel counterpart. This allows it to be built on the same line as the diesel variants in both the company’s engine plants. Spark plugs are used to ignite the fuel-air mix and the engine uses a much larger turbocharger, to increase volumes of incoming air.

“It is a totally new engine, not a conversion,” said Ryan Ballard, engineering director at JCB

To prove the viability of the hydrogen engine, JCB has installed the motor across a range of its mid-weight construction and agricultural equipment, and also in a Mercedes-Benz Atego 7.5-tonne truck and a Sprinter van, showing that the engine’s characteristics will work in road vehicles as well as in off-road applications.

“This is a giant leap forward for JCB and the rest of the world, because we all have one goal, to reduce emissions,” said Lord Bamford.

“The hydrogen engine we have installed in the truck is the same as those already powering prototype JCB machines, so there is no reason we should not see hydrogen

• Hydrogen engine can be built on same line as diesels 34 destination net zero | issue 9

Power Systems. “Lots of people have tried to do a hydrogen engine, but the problem has been that it’s always been a conversion.”

JCB’s engine plants in England and India currently produce 400 engines a day between them and the plan is that the hydrogen engines should be built alongside existing and future diesel models. To meet this requirement, five of JCB’s dynamometer test cells now operate hydrogen engines, rather than diesel-powered motors and hydrogen test engines are rolling off the line. The company has already produced prototype hydrogen versions of its popular 3CX backhoe loader, its mid-range telescopic handlers, and its Fastrac high-speed agricultural tractors.

Hydrogen distribution Of course, if it is difficult to recharge a battery-electric machine on a construction site, then having a ready supply of hydrogen could be equally problematic. To combat this, JCB has been working on a refuelling solution, in tandem with its hydrogen engine development. The hydrogen is delivered to site in tube trailers, that can be left on the site with hydrogen stored on-board.

The fuel is transferred to a converted Fastrac tractor, which is also powered by the hydrogen engine. This has its own set of hydrogen cylinders mounted on the back, capable of carrying around 100kg of hydrogen, with a refuelling rate of around 1kg/min. The refueller can travel around the site, much like a diesel bowser does today, delivering fuel to each machine in turn. When running on hydrogen, JCB’s 3CX backhoe loader has tanks that can hold 8-10kg of hydrogen, enough for a full day’s work. These take up no more space on the machine than the conventional diesel tank.

The refueller can top up those tanks in six or seven minutes, much like a diesel bowser filling a conventional machine. end

• Engine drops straight in to existing designs, including the iconic JCB backhoe loader and farm machinery

“JCB’s 3CX backhoe loader has tanks that can hold 8-10kg of hydrogen, enough for a full day’s work.” issue 9 | destination net zero 35

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