Making its debut at this year event is the ITT Hub event partner is the all new multi media platform Destination Net Zero. On their stand 1510 DNZ visitors will experience a showcase of the latest and most environmentally friendly heavy truck products. All vehicles as well as their ground-breaking technology have been featured in Destination Net Zero. The brand new publication Destination Net Zero captures the latest news, views and intelligence in this vitally important transport and logistics sector. Core content covers all emerging fuel technologies, as well as fuel
enhancement products and services, including all infrastructure considerations. Destination Net Zero will also call on a pool of industry experts offering sound advice, thought leadership and honest opinion. This multi-media publication is distributed via a specialist database and also subscription and strategic distribution partners in both hard copy print and digital media channels.
Targeting the key people within the transport and logistics sector who have environmental change front and centre in their procurement process for both hardware and its supporting
infrastructure. When viewed via smartphone, Destination Net Zero also utilises the latest AR (Augmented Reality) software, allowing the use of supporting video media to further enhance the magazine experience. Destination Net Zero is also fully supported by all main social media network channels as well as the very latest online page turning software.
The journey towards a cleaner transport world has started. Join us with Destination Net Zero.
Matthew Eisenegger, Publisher
Welcome to the third edition of Innovation and Technology in Transport – ITT Hub at Farnborough International Exhibition & Conference Centre.
We are all working toward a common goal: to reshape the transport industry and make net zero a reality through driving innovation, pioneering technology and leading partnerships. At ITT Hub, we are committed to being the catalyst to drive forward significant change in our industry through networking, education and innovative products. As we help drive the industry to a more sustainable future, we must focus on the decarbonisation of commercial vehicles.
Our focus is on cementing ITT Hub’s position by convening technology leaders, connecting & educating the industry while engaging and strengthening our partnerships with key
Government departments, national transport bodies and industry associations.
We are thrilled to welcome back our partner Logistics UK and the must-attend Future Logistics Conference, which will see day two’s programme opened by Jesse Norman MP, Minister of State for Decarbonisation & Technology at the Department for Transport (DfT).
Thank you to our leading commercial partners, National Grid, & Zenobe and our sponsors, Samara & Asset Alliance.
With their help, we are strengthening ITT Hub as a change agent in the sector, leading the emerging eco-system of innovation and providing opportunities, solutions and connections throughout the year for our industry to survive and thrive.
We have four show floor theatres, including the Energy & Electrification Theatre bought to us by
National Grid, Commercial Fleet & Passenger Fleet Theatres sponsored by Samsara and Cold Chain Theatre in partnership with TCS&D. This year we are partnering with Destination Net Zero Publication on the Destination Net Zero Pavilion to bring IVECO, Mercedes, DAF, Vertellus and Volvo to showcase HGV alternative fuel from electric to hydrogen and gas.
ITT Connect, our pre-arranged meetings programme, is a show first this year and is geared up to maximise time spent at ITT Hub and help deliver 1,000 meetings over two days between buyers and exhibitors.
Thank you to our partners, sponsors, exhibitors and attendees for your continued support, and I wish you all a very insightful and successful two days at ITT Hub 2023.
Carlo Zoccali, Venue & Show Director Farnborough Internationaloperators agonising over how best to reduce the impact of their vehicles on the environment may be unaware that there is a simple step they can take today that will cut their CO2 output and reduce harmful tailpipe emissions. It does not involve switching to radically-different and eye-watering-expensive technology, or having the ranges of their trucks compromised, or making a massive investment in new refuelling facilities at their depots.
All they have to do is stop using conventional diesel immediately and switch to HVOhydrotreated vegetable oil - instead. Classed as a paraffinic diesel, it is made from renewable waste materials such as vegetable and animal fats and can cut well-to-wheel CO2 emissions by up to 90% or more, claim its advocates.
Running trucks on HVO can reduce a truck’s NOx emissions by up to 29% contends Green Biofuels chairman, William Tebbit. His Andover, Hants-based company supplies the fuel under the Green D Plus banner.
“Its use undoubtedly leads to improved air quality,” he states. “Particulates come down by up to 85%, and here I’m especially thinking about what are known as superfine particulates.“
They are not caught by a truck’s particulate filter, and can pass through your skin and get into your bloodstream.”
Tailpipe CO2 emissions are down by 5% to 6% too,” he adds.
HVO can either be used on its own or mixed with ordinary diesel in a haulier’s bulk tankno special storage arrangements are required - or a truck’s running tanks.
Says DAF UK marketing manager, Phil Moon: “It’s what is sometime referred to as a drop-in fuel. It’s more stable than ordinary diesel, with a low water content.”
Says Tebbit: “It doesn’t smell, it’s not carcinogenic, and if it gets into the ground then it biodegrades in 52 days. It burns very cleanly and produces no smoke at all.“
Another advantage is that because it produces less NOx, the truck consumes around 20% less AdBlue,” he observes. “One leading bakery company’s fleet has covered around 30m miles on HVO, and reported no problems with it.”
Says Moon: “Go back a couple of years and there was certainly a lack of awareness, but a number of operators have now gone over to it completely. In other cases they are using it in
trucks running out of just one of their depots so they can assess its performance.”
Vehicles that run on it do not require any additional servicing he says and filters do not require replacing more frequently. Says Tebbit: “If anything you’ll probably be able to extend your service intervals subject to the manufacturer’s agreement.”
Changing to HVO has zero impact on a truck’s second-hand value, Moon adds.
If you subsequently decide for whatever reason that HVO is no longer for you, then you can easily revert back to fossil diesel. Observes Tebbit: “There is no difference in performance between the two.”
HVO’s use is now widely approved by truck manufacturers. Says Oliver Soell, head of product at Mercedes-Benz Trucks UK: “All our Euro VI engines are certified to run on it and it is suitable for winter use. There are no changes to service intervals, and no change to service life.”
Says Moon: “All current DAF engines can operate on it.” He believes transport companies should give it serious consideration.
“Let’s suppose you run a truck that covers 100,000 miles annually at an average 10mpg, which means it burns 10,000 gallons/45,400 litres of fossil diesel a year,” he observes. “This means it emits 121.6 tonnes of CO2 yearly; but if you switch to HVO you can cut that figure by 109.5 tonnes.”
Drawbacks? Says Tebbit: “It’s around 10% to 12% more expensive than standard diesel.”
Nor can you buy it at service stations.
Green Biofuels can arrange for Green D Plus to be delivered in bulk to hauliers premises however“we can deliver up to 38,000 litres at a time,” says Tebbit - and can offer businesses an environmentallyfriendly bulk tank to hold it if they do not already have one. Several well-known oil distributors are
cont.
“Tailpipe CO2 emissions are down by 5% to 6% too”
starting to supply HVO says Moon, so it is starting to move away from being a slightlyexotic fuel to one that is rapidly becoming more mainstream.
“If you buy HVO in bulk then it could work out cheaper than buying ordinary diesel at a forecourt,” he adds; and the pump price of fossil diesel has of course been rising steeply.
Some van makers remain cautious about HVO’s use. For the avoidance of any doubt any light commercial fleet contemplating introducing it should get written approval from the manufacturer or manufacturers concerned to ensure warranties are not invalidated.
Concern has also been expressed about some producers employing palm oil as one of their HVO feedstocks given its association with deforestation. It is gradually being phased out however and looks set to be eliminated by 2030 in line with European Union sustainability standards.
Somewhat surprisingly, HVO is subject to the same rate of duty and VAT as conventional diesel, despite its green credentials. Remarks Tebbit: “That does seem a bit daft given that it’s not a fossil fuel.”
He is not arguing for the rate to be changed, however. Instead, he is suggesting that hauliers who use HVO should be entitled to claim a rebate from HM Customs & Inland
Revenue that is equivalent to the difference between the price of HVO and the price of fossil diesel.
“So if the former is 10p a litre more, then users should be able to get that 10p back,” he suggests.
Even with the price premium it attracts, HVO is growing in popularity says Tebbit.
“Our sales are doubling annually,” he says.”We supplied 50m litres in our last financial year and that should rise to 100m litres in our current one.”
While that is undoubtedly laudable, it has to be viewed in the context of the whopping 34bn litres of fossil diesel the UK consumes annually.
The HVO Green Biofuels sells is shipped over from mainland Europe.
“It comes from refineries in Finland, the Netherlands and Italy and is made from feed stocks that include tallow, used cooking oil, fish oil and all kinds of organic matter,” Tebbit says. “That means it’s sustainable.”
Finnish group Neste is a leading producer of HVO and markets it under the Neste MY Renewable Diesel banner. Further emission reduction benefits it cites include hydrocarbons down by 30% and carbon monoxide down by 24%.
Other European producers include Eni, Repsol and TotalEnergies. All HVO has to be made to the same standard - EN15940.
Says Moon: “We’re not saying it’s a forever fuel.” However it can deliver immediate environmental benefits until zero-emission battery-electric and hydrogen fuel cell trucks become firmly established.
HVO is not the only drop-in EN15940compliant paraffinic diesel available. GTL is a potential alternative.
The initials stand for gas to liquid, and its use can cut particulates by up to 50% and NOx by as much as 37% compared with mainstream diesel according to Certas Energy. Its product portfolio includes Shell GTL, which it distributes in the UK.
Like HVO, it is delivered to fleets with their own bulk tanks. Like HVO too, it is pricier than ordinary diesel.
It is also made from a fossil fuel, which puts a dent in its CO2 credentials.
In response, Shell points out that GTL is available with carbon offsets; the energy giant is engaged in a variety of projects worldwide in order to offset CO2 emissions. They include the protection of peat land in Indonesia and a vast forest in Peru, and a reforestation project in the USA; which has resulted in over 42m trees being planted.
“We supplied 50m litres in our last financial year and that should rise to 100m litres in our current one.”
network of Clean Air, Ultra-Low and even Zero Emissions Zones and Areas spreading across the country is starting to focus the minds of commercial vehicle operators on the planned national phase out of fossil-fuelled vehicles. Although trucks will not be included in the ban on new combustion-engined light vehicles due to come into force in 2030, truck makers are working to meet the EU target of reaching net zero emissions by 2050.
Given current technology, trucks, like cars and vans will have to make the transition to electrical power to replace diesel. For heavy trucks, this is likely to lead in two directions. Vehicles covering shorter distances, on urban distribution and other regular predictable routes, will probably follow cars and vans and use batteries to power electric drive motors. For long-distance trucks, instead of batteries, the drive motors are more likely to receive electrical power from hydrogen fuel cells.
Like a battery, these devices contain two electrodes: a negative (anode) and a positive (cathode); sandwiched around an electrolyte. But unlike a battery, they will produce energy for as long as they are fed a fuel, which in this case is hydrogen. A catalyst separates incoming hydrogen atoms into protons and electrons, which travel to the cathode via different paths. The electrons travel through an external circuit, creating a flow of electricity. The protons migrate to the cathode vie the electrolyte, where they reunite with the electrons and combine with atmospheric oxygen to produce water and heat.
The advantage for long-distance vehicles is that re-fuelling takes about the same amount of time as refuelling with diesel, and fuel cells weigh less than the batteries that would be needed to offer a range of say 500 miles, although fuel cell vehicles still require a battery to damp out peaks and troughs in power demand.
Current fuel cells are one-third as efficient as batteries, although they are improving. A hydrogen-fuelling network for vehicles is also required. There are currently around 12 hydrogen re-fuelling sites across the UK, but these are mostly designed for cars and buses.
There is also the issue of how hydrogen is produced. It can be extracted from methane gas, but unless bio-methane is used, it would have to be sourced from fossil fuels. This is generally classified as “blue” hydrogen. Since fuel cells are reversible, when powered with electricity, they can generate hydrogen and oxygen from water. If the electricity is produced from renewable sources such as solar power, wind turbines, or hydro-electricity, no fossil fuels would be used to produce the hydrogen. This “Green” hydrogen could then be used to fuel hydrogen fuelcell powered trucks.
Not surprisingly, the clear signals about ending the use of fossil fuels to power vehicles is driving motor manufacturers to assess how they will power vehicles in the future. All major European truck manufacturers are now producing battery powered vehicles and assessing the viability of hydrogen fuel cells.
Daimler Truck, IVECO, OMV, Shell and the Volvo Group have established H2Accelerate: a project to create the conditions for a mass-market roll-out of hydrogen fuel-cell trucks in Europe. H2Accelerate will run through the 2020s with the aim of getting several hundred hydrogen powered trucks on the road and building a small number of high-capacity re-fuelling stations in the first phase. In the second phase the aim is to achieve volume manufacture of thousands of vehicles per year to ensure there are 10,000 hydrogen powered trucks on European roads by 2030 and then to ensure that major transport corridors across Europe have a network of re-fuelling stations.
cont.
“Given current technology, trucks, like cars and vans will have to make the transition to electrical power to replace diesel”
Daimler Truck and Volvo Group have also announced a joint venture for the manufacture of hydrogen fuel cells. Named cellcentric, it will develop, build and market fuel-cell systems for long-haul trucks and other applications. These could include buses, coaches, trains and shipping. Both companies have researched hydrogen fuel cells for several decades. Daimler first exhibited a fuel cell powered van in the mid 1990s. In preparation, Daimler Truck, which has spun off from its parent company, has been pulling its R&D spending out of diesel, and will be looking to share the burden of developing the final iterations of heavy-duty diesel for Euro VII and beyond with industry partners.
The company has already established a partnership with US engine maker Cummins to develop and manufacture medium-duty diesel engines. By 2025, Daimler Truck expects to have redirected most of its research and development spending to zero-emission technologies. The eActros LongHaul, with a range of around 500 kilometres on one battery charge, is scheduled to be ready for series production in 2024. The first prototypes of the 40-tonne truck are currently undergoing internal tests and engineers are planning to start trials of the e-truck on public roads this year. The eActros LongHaul will also enable high-performance charging – so-called “megawatt charging” making ‘refuelling’ on the road a practical proposition.
To meet its goals for battery powered trucks, Daimler Truck will intensify its existing partnership with lithium-ion battery manufacturer CATL that will extend beyond 2030. The batteries will combine high energy density with ultra-long cycle life, as well as fast-charging capability, to meet the specific requirements of battery-electric long-haul trucks.
• Martin Lundstedt CEO & President of Volvo AB
• Hydrogen power unit
Battery powered trucks will need a charging infrastructure for their specific needs and Daimler intends to kick start the charging infrastructure in core European and American markets through another strategic partnership with Siemens Smart Infrastructure, Engie and EVBox Group to provide charging infrastructure for truck fleets at their depots.
Just as battery electric vehicles need a charging infrastructure, fuel-cell powered vehicles will need a re-fuelling infrastructure and Daimler Truck has also announced a new partnership with Shell to provide a European hydrogen refuelling infrastructure from 2024. This will start with a 1,200km ‘hydrogen corridor’ between Rotterdam, Hamburg and Cologne, with Shell providing 150 hydrogen refuelling stations along this route. Daimler Truck has committed to supplying hydrogen trucks for customer use by 2025 and plans to have 5,000 in use by 2030.
Independent of Daimler Truck, the MultiHyFuel project, a public/private partnership with EU backing is covering a range of activities including the design of hydrogen fuel dispensers to ensure a standardised pump/vehicle connection and to set safe re-fuelling standards, as well as education and consumer awareness. Hydrogen Europe, established in 2008 will co-ordinate the project with participation from Air Liquide, ENGIE Lab CRIGEN, INERIS, Kiwa, Snam, Shell and ZSW with HSE and ITM Power from the UK. MultiHyFuel’s results will be used to publish a report next year.
If progress can be made as planned by all these projects, Europe’s cities can look forward to some measurable improvements in air quality as well as progress towards the wider goal of net zero.
end
these days, and Mercedes-Benz just one of many OEMs in the process of wheeling out a full range for our inspection. This time it was the turn of eEconic to make its trade fair debut at the IFAT Environmental Technologies 2022 show in Munich, alongside an eActros complete with fully-electric skiploader gear. But that isn’t all these particular Germans have been up to –there’s an updated diesel Actros too, the Actros L.
Econic is used for a whole rake of applications these days, particularly in London, where its Five-Star DVS rating makes it especially attractive. But the name conjures up “bin wagons” in most peoples’ mindssurely one of the most obvious places to start deploying clean, quiet electric vehicles. Due to enter series production in the second half of this year, eEconic –which is based on eActros - has already been trialled in daily use by German firm FES Disposal Services in Frankfurt (FES Frankfurter Entsorgungs- und Service GmbH) to great success.
A six-wheeled example, the displayed truck came with a MAM of 27-tonnes – including the extra 1000kg electric goods vehicles are permitted, to account for battery weight. It also featured Mercedes’ e-axle, which carries two integrated electric motors to directly drive
“eEconic can be charged with up to 160kW, which means its three battery packs need just over an hour to go from 20 to 80 percent full”
this year before the planned on sale date of 2024.
Words: John Charle
the vehicle, removing the need for the weight, complexity and inherent efficiency losses that come with a traditional prop shaft. With no engine or tunnel required, this means the already low Econic floor is now completely flat, making cross-cab access even easier for crews regularly entering and exiting the vehicle.
The power source for this series-production model takes the form of three battery packs, which we’re told have an installed capacity of 112kWh apiece, 97kWh of which are usable. For those to whom that means nothing – which, hands up, includes us to a certain extent, this technology being in its infancy – we’re told this means: “The e-truck can cover the vast majority of typical Econic waste collection routes in single-shift operation without intermediate charging.”
When the vehicle does return, eEconic can be charged with up to 160kW, which means its three battery packs need just over an hour to go from 20 to 80 percent full using a “standard” DC fast charging station, delivering 400A of current. The waste collection body on the IFAT display model was the Medium X4 22.5 Clean drive from Zöller, which has been designed specifically for electric chassis like eEconic.
Also displayed at IFAT was an all-electric skiploader, built on an eActros 300 chassis, part of a pilot project run by Mercedes, ZF and Palfinger. For us, the most interesting part of this was ZF’s electrified PTO, eWorX. This takes an electric motor, inverter, ECU and application-specific software and integrates them into one box, giving what is effectively a plug-and-play solution.
The DC power for eWorX is drawn from the traction battery of the eActros, and is used to drive the hydraulic pump needed for Palfinger’s skip gear - there’s no mechanical connection between the two. They do still talk to each other, via the CANbus, and the pump only runs when the body is moved, to avoid unnecessary drain on the battery.
eActros itself is, of course, powered by the twin motors integrated with Mercedes’ e-axle, and has a two-speed transmission –a set up collectively known as ePowertrain. Those two liquid-cooled motors give a continuous output of 330kW, rising to a top end performance of 400kW. For perspective, this means you’re getting the equivalent of a little over 440hp all the time, rising to 536hp should you ask for it –all with full torque from zero.
Like the eEconic above, which is based on eActros 300, this display truck had three battery packs. A four battery pack option is available in the form of eActros 400, which we’re told has a range of up to 400km. Charging details are also as for eEconic.
“two liquid-cooled motors give a continuous output of 330kW, rising to a top end performance of 400kW”
• Skip gear is powered by traction battery
Close Brothers Asset Finance has a strong history of helping businesses meet their emission targets by either upgrading or converting their vehicles. The people responsible for this is the National Accounts & ESG team, who are a team of asset finance experts who work with businesses across the UK, specialising in dealer and manufacturer relationships with a focus on new and emerging technology in the Transport sector.
They look at Alternative Fuel Vehicles (AFV), including EV and Hydrogen, Last Mile Delivery Solutions, Charging and refuelling infrastructure and other low emission alternatives to the traditional ICE markets. According to Andrew New, Head of National Accounts & ESG, early engagement with new and developing technology is key, as they strive to understand the challenges the sector is facing.
“We work closely with manufacturer and vendor partners to create bespoke funding solutions and increase sales to the end user markets with Hire Purchase, Finance Lease and Operating Lease structures.
“We assist in the purchase cycle by dealing directly with the end user customers to create a bespoke solution that matches their requirements.
“We focus on the traditional ‘heritage’ markets, as well as the new and emerging technologies in both established vehicle classes, along with the new to market products that are being produced to be compatible with the net zero targets for the UK and Europe.”
The team offers flexible finance solutions to help businesses convert or upgrade
their fleet of vehicles to meet emission requirements.
Vehicle conversions – the team can help businesses who are looking to convert their current vehicles to meet the requirements. They can make this possible with tailormade, practical refinance options.
“Refinancing allows you to quickly release funds from your existing vehicles and reinvest this into the conversion,” explained Andrew. “We also provide flexible finance solutions to help businesses purchase new, compliant vehicles.
“Our people are experts in asset finance and consider all relevant aspects of a business to create tailor-made, flexible repayment schedules to suit most situations.”
For more information, please visit closeasset.co.uk/esg.
Contact
Meeting emission targets is an increasing focus for vehicle and fleet owners across all sectors, and is something Close Brothers Asset Finance has strongly focused on. In this Q&A with Andrew New, Head of the National Accounts & ESG team, we find out more about him and the team.
I have over 25 years’ experience in the asset finance sector and established the National Accounts team in April 2017, taking on the additional remit of leading our work in ESG within the commercial transport sector in January 2022.
The National Accounts and ESG team is responsible for developing and maintaining relationships with manufacturers and dealers across the UK to provide funding solutions to end user customers who are looking to acquire increasingly expensive, but essential, assets for day-to-day business use.
We focus on the traditional ‘heritage’ markets, as well as the new and emerging technologies in both established vehicle classes, along with the new to market products that are being produced to be compatible with the net zero targets for the UK and Europe.
To have a market-leading team that can assist with both established and new applications for the sector, working closely with product offerings that are already available. We also want to work closely with all manufacturers as new and bespoke solutions are being developed to have a full and firm understanding of not only the ‘now’, but also the future.
At Close Brothers Asset Finance, we strive to be experts in all our fields and have proven to be so in the Transport sector for over 35 years. This is a trend we intend to continue as the whole market goes through the most profound change since the introduction of the ICE engine.
By immersing ourselves we will be able to advise and guide both our partners and our customers as they undertake the change to zero emission logistics.
“We focus on the traditional ‘heritage’ markets, as well as the new and emerging technologies”
Words: Steve Banner
neatly describes the project’s laudable ambitions. ‘Vert’ means ‘green’ in French, while ‘tellus’ means ‘Earth’ in Latin.
Sixty per cent owned by Renault dealers, with Renault Trucks owning the remaining 40%, Vertellus has an initial 30 electric Renault 16and 18 tonners on its books with curtainsider, box, or fridge bodies. It is collaborating with charging specialist Zenobe Energy to provide customers with battery charging facilities as well as the vehicles they need.
Appreciating that businesses will want to evaluate electric trucks over several weeks to see if they match their duty cycles before committing to them, Vertellus has developed EV Discovery. It is a three-month trial based around usage.
Customers agree to use a minimum of 3,000kWh of power per vehicle per month at a rate of £1.50/kWh for one of the boxes or curtainsiders
referred to above, or £1.90/kWh for a fridge. In return they receive the truck and a temporary DC 60kW charger along with all the necessary support services
For an extra payment the charger can be upgraded to a DC 120kW fast-charger, which includes a 160kWh storage battery. Choosing this option will increase the per-kWh rate to £2.00 if you have chosen, say, an 18-tonne box van, or £2.40 if you have selected an 18-tonne fridge, for example.
Use your Renault more intensively than the minimum kilowatt-hours quoted and you will face an additional per-kWh levy.
Despite the way in which usage is measured, the per-kWh figures do not include the cost of the
electricity the truck will actually consume. That will be subject to negotiations between the transport company and its energy provider.
Fitted with four 66kWh batteries, the box and curtainsider models should be able to cover 125 miles before they need recharging. Despite the power drain potentially imposed by their fridge units, refrigerated models are said to deliver slightly more mileage because they come with four 94kWh batteries.
At a minimum £4,500 a month, EV Discovery does not come cheap. The rate quoted is not excessive when compared with what is being quoted by other providers however, and the data the three-month exercise will generate for the operator could prove invaluable.
The electricity a truck operated under the programme will consume will still be cheaper per mile than the fuel used by its diesel stable-mates, despite price rises. Deploying quiet electric trucks is likely to make out-ofhours deliveries more acceptable, and it is becoming increasingly clear that some local authorities want to exclude all diesels from their catchment areas if they possibly can.
In Oxford only vehicles that are zero-emission enjoy unrestricted access to certain streets in the city centre. The number of streets affected is sure to widen.
With operations in the UK, Australasia and Europe, Zenobe Energy is involved in some 50 fleet electrification project and supports around 25% of Britain’s electric bus operations. Key customers include National Express.
Zenobe’s ETaaS (Electric Transport-asa-Service) package provides clients with a charging infrastructure, the necessary software, and replacement batteries. It plays a leading role in repurposing electric vehicle batteries after their first life, giving businesses the ability to store power that they can call on as and when required.
Says Zenobe founder director, Nicholas Beatty: “We’re delighted to have been chosen to embark on this journey of decarbonisation alongside Vertellus.”
Bath and North East Somerset council is consulting stakeholders about its plan to charge operators who want to send Euro VI trucks grossing at above 12 tonnes into the city’s Clean Air Zone £50 per truck per day. Firms with pre-EuroVI trucks have faced a £100 daily levy since the CAZ was launched in 2021.
Electric trucks are exempt from such charges.
If work has to be tendered for, then operators are increasingly discovering that tender documents include questions about how they are cutting their carbon footprints. The response that they are trialling an electric truck may go some way towards answering these enquiries.
Electric trucks boast lower maintenance costs than diesels, and their batteries are lasting for longer than some experts expected. Renault guarantees that the batteries it fits will operate for up to ten years
“We’re taking away the risk.”
or deliver 300 megawatts of energy during the vehicle’s lifetime.
No matter whether they have signed up to the Discovery programme or not, if transport fleets are considering going electric then Vertellus can review their activities to determine whether the technology can meet their needs.
If it can, then the company can provide a suite of services which includes maintenance as well as the trucks themselves and the charging infrastructure. Optional extras include replacement vehicles, tyre management, driver training, dealing with penalty charge notices, telematics, and fleet monitoring with an online portal.
Vertellus can arrange 24/7 breakdown cover and supply a truck to stand in for one that is going for its MoT test. Customers are supported by Renault Trucks dealers plus a number of approved partners around the UK adding up to over 60 locations.
The manufacturer’s electric line-up is steadily expanding, with production
Nigel Baxter Managing Director, Vertellus
Nicholas Beatty Founder Director, Zenobe
of E-Tech T and C tractor units and rigids grossing at up to 44 tonnes scheduled to begin towards the end of 2023.
Vertellus managing director, Nigel Baxter, is also managing director of Nottingham-based Renault Trucks dealership R H Commercial Vehicles. He says: “We understand that when it comes to switching to an electric contract hire fleet there is so much more for a business to think about than if it is simply acquiring diesels. That is why we have designed the Discovery programme to remove the complexity and hassle from the transition so operators can accelerate the process of reducing the carbon footprints of their fleets.
“Introducing electric models across an entire fleet is likely to happen in stages. That is why the programme identifies operations and sectors where this technology can work for companies, and provides them with an opportunity to hire battery vehicles and test them in their own day-to-day working environments.
“We’re taking away the risk.”
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“The administration of our fleet is more streamlined and efficient than ever before.”
“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”
Iveco has become known for its successful CNG and LNG trucks, but electric versions of the Daily van have struggled to gain acceptance. With a zero-emissions revolution underway in light commercial vehicles, is the moment is right for a brand new eDaily?
little has changed from the diesel van, the exception being that the location of the charging points in the front grille, but there is a new redesigned Iveco badge for the eDaily with an E that mimics the appearance of an electric plug.
The real changes are in the chemistry of the lithium-ion phosphate batteries that are also bigger than previous eDaily’s and matched to a much more powerful motor. There are also driving modes, and a power boost function. It’s a significant step forward and the range covers a large variety of gross vehicle weights and vehicle types.
Panel vans have a load volume of up to 20m3 and there are additionally crew-cab, chassis-cab, and minibus body variants as well as single-wheel and twinwheel versions. In what Iveco promises is the most complete range of any large electric van currently on the market, the Iveco eDaily gets a full range of height and wheelbase options. Payloads are up to 4.6-tonnes, and it gets a 3.5-tonne
“Fast charging of up to 80kW is possible which is enough to add up to 62 miles (100km) of range in 30 minutes.”
towing capability. On top of that, there are also alternative rear axle ratios on the 50C and 72C versions – something no other manufacturer is offering – and the Air-Pro pneumatic suspension that was introduced this year on diesel variants is also an option.
A 140kW motor producing 400Nm of peak torque standard. There are, however, three battery options which are supplied in 37kWh modules: but if you specify just one battery, peak motor output is reduced to 100kW and 300Nm. Regular 3.5-tonne vans get the option of one or two batteries with either 37kWh or 74kWh batteries. The heavier 4.25-tonne GVW vans have the option of a third battery pack and therefore have 37kWh, 74kWh or 111kWh capacity. The very biggest 5.2-tonne and 7.2-tonne variants only get the two or three battery module options.
Each time you add a battery you’re adding more weight to the eDaily so there’s no hard and fast rule about how far each 37kWh battery module will take you. The 3.5-tonne Iveco eDaily with a single battery has a claimed range of 120km (75 miles) while adding a second doesn’t quite double the range to 235km (146 miles).
At the other end of the scale, the 7.2-tonne van has a range of 120km (75 miles) for the two-battery option and 180km (112 miles) for the three-battery van.
Fast charging of up to 80kW is possible which is enough to add up to 62 miles (100km) of range in 30 minutes. Iveco has also introduced a connected system allowing the remote control of charging operations and pre-conditioning of the vehicle temperature when connected to the charging socket. There’s a range of ePTOs of up to 15kW - enough to power fridge units, cranes or other items.
The eDaily gets three different driving modes and three levels of regenerative braking. To change driving modes you use a rocker switch to the side of the gear lever to choose between Eco, Natural and Power settings. Eco prioritises range saving by giving you 80% of the continuous power available and prevents you entering the Hi-Power mode. Natural gives you the normal amount of power, all 90kW of the motor’s continuous power, but limits how keenly it wants to engage the Hi-Power function. It pauses at full power before boosting into the extra capacity to give you 140kW. The Power setting allows the motor to seamlessly accelerate, calling upon all
140kW and 400Nm of torque for up to the two minutes of maximum peak power. It’s a good system that works well at maintaining range and providing the right amount of power.
Regenerative braking is controlled using the gear shift selector and simply requires you to push the lever to the side where there are three modes - Sailing, Standard Regenerative and One-Pedal Drive. Sailing is like any standard coasting mode in an electric vehicle and nearly stops regenerative braking completely. Standard mode is designed to mimic the engine braking of a diesel engine, so there’s a good deal of braking and energy recovery. One Pedal Drive mode is where regenerative braking is increased to the maximum. With a bit of forward planning, you can simply take your foot off the accelerator and have the electric van slow without the need to touch the brake pedal. It’s an effective system and combined with the three driving modes gives you a good amount of flexibility and personalisation to suit your driving style.
On the inside, the eDaily is much like the standard diesel van but there are a few differences. The information cluster has changed to give you much more data about the electric driveline including range and the various modes of the electric van. It’s quite a lot to take in, and the console is a bit too cluttered for the uninitiated, but once
accustomed to it you can clearly see which mode you are in for the regenerative braking and there’s simple PWR or ECO lettering for when you change the driving mode.
Like the diesel van, the eDaily gets the Iveco Driver Pal – Iveco’s version of an Amazon Alexa – that is mounted below the rear-view mirror. There’s a touchscreen capable of smartphone mirroring with Apple CarPlay and Android Auto which also gives you uptime management features and energy consumption data as well as navigation and range forecasting.
The cabin itself is large and spacious with excellent visibility all around. The seats are comfortable and because of Iveco’s heavy truck background there’s always the option of an air-suspended driver’s seat which improves the already decent ride comfort.
It finally seems like Iveco has the right product on the market at the right time, with the eDaily a genuine rival to the Ford E-Transit but with the added benefit of higher GVW variants. Charging capabilities could do with being faster as even 80kW will still mean a considerable wait for the largest battery size, but the eDaily could be a dark horse for van operators wanting to go electric.
• Large and spacious cab with excellent visibility all around
could well be the firm’s last diesel heavy truck, certainly for Western Europe as by the time it is due for replacement, diesel engines should be in the minority, and legislation will slowly kill them off. Accordingly, every manufacturer is looking at alternative fuels, be it gas, electric or hydrogen.
Electric trucks are improving, but are still in their infancy and currently too expensive, too heavy and have inadequate range.
One alternative fuel is gas – either Liquid Natural Gas (LNG) or Compressed Natural Gas (CNG). Iveco has been a big proponent of gas trucks and it has steadily improved its gas offerings.
Until relatively recently, the best it could do for the heavies was a 4x2 Stralis with a 400hp output, not really ideal for 44 tonnes. But four years ago, it unveiled its 460hp Stralis 6x2 with an LNG option, perfect for 44 tonnes.
On LNG, the range for a 4x2 went up to about 700 miles between fills, and the only issue with a 6x2 was the reduced fuel tanks, which limited the range compared with a 4x2 to about 450 miles. For CNG, only available as a 4x2 the range is about 400 miles.
The biggest issue with gas trucks is availability of fuel as the network for gas stations is still woefully inadequate and likely to be the biggest factor to put people off gas trucks. But it is slowly improving.
For the right type of operation, gas trucks are a viable alternative to diesel, but some firms are opting to set up their own filling capabilities and keep their gas trucks on a very tight rein.
I took a new S-Way 460NP 4x2 running on CNG - out for a day’s drive to see how it performed and to see if it can sway the mind of even the most ardent diesel-head.
From the outside there’s not a lot to tell you the truck runs on gas, apart from the NP badge. Look closer and you’ll notice the fuel tank is different. Instead of the more cylindrical diesel tank, the CNG relies on a number of smaller cylinders hidden behind a panel while makes the truck look like it has side skirts. On LNG trucks, there is one larger cylinder instead of the normal diesel tank. Under high roof twin bunk sleeper cab, the same Cursor 13 12.9-litre straight six engine is used, it merely uses gas as opposed to diesel to power it. Ivecos’ gas engines are either the Cursor 9 8.7-litre in 340 and 400hp outputs or this, the bigger engine at 460hp.
Iveco has CNG versions of its new S-Way models which are gaining popularity – but you need to make sure it’s right for your operation. Words: Pip Dunn
However, in CNG form the 12.9-litre engine only develops 460hp and 2,000 Nm of torque, the same as the diesel Cursor 11 at the same output so there is a weight penalty to consider there. The overall weight – always very favourable on any Iveco – is still 7,875kg, which for a high roof 4x2 tractor is impressive.
The gearbox is Iveco’s Hi-Tronix 12-speed automated which is easy to use and performs very well. The cruise control is easy to use and effective, and like all Ivecos, the five-stage engine brake is superb and easy to use, and above all, effective.
Is there any difference in performance of a gas truck over a diesel? In fairness there isn’t. 460hp is more than adequate, but if you want more oompf, then that is not available. But the reality is 460hp is adequate for pretty much every operator at 40-44 tonnes so it should not be an issue. I had it loaded at close to 40 tonnes and I took it on a circular trip, including a visit to a gas station at Crick where I topped it up, not because the truck especially needed it, but to see the practice in operation.
I enjoyed a mix of motorway, dual carriageway and single carriageway roads and on the latter, there was plenty of twisting and turning on the ‘back roads’, and it performed admirably.
So, in terms of performance you really won’t notice much difference. It did seem a bit noisier, but the sound insulating inside the cab drowned that out. It did emit a bit of steam when it was fired up but that soon cleared and was never an issue.
Filling up is easy, but there are staff on standby at the filling stations to run you through the procedure and do it for you if you so desire. You have to be shown how to use the gas pumps safely and effectively but once trained, it’s simple.
“If you want a gas truck, then the Iveco is close to top of the pile”
As a truck, it really isn’t any different to a diesel. It’s the support that is the biggest factor in making the switch. Should you go gas? Well, like anything, especially something new, there are plenty of pros and plenty of cons.
The pros are its better for the environment, there are tax advantages and LEZ charge advantages. The fuel is – generally - cheaper to buy, and it works out about 10p a mile less to operate a gas truck, which saves you typically anything up to £10,000 a year.
The cons are the truck itself is more expensive to buy (or lease), and operators of CNG trucks say they are “typically about £30,000” more expensive compared with a diesel equivalent. With that in mind, you only start to make that money back on year three or four. So, you need to do you sums right. It needs to be used on the right operation as well – and double shifting can definitely a winner.
The biggest factor is the infrastructure, and this will probably be the driver in making the switch. If you have no gas stations near your yard, then it could be a nonstarter. But if you have one or two on your routes then its less of a hassle. If you have the ability to fuel at your yard, then it’s much easier. And that is where gas trucks – currently – come into their own – on ‘repeat itinerary’ regular runs, on dedicated contracts where there is the scope to fill up regularly.
The biggest worry for any driver of a gas truck is running out of gas, and a closed gas stations can be a nightmare if you regularly use it, so it’s all about the planning.
Gas trucks might also be restricted. If you do have a gas fleet and a diesel fleet, and the former is tied in to a particular job, it might not be possible, or at least wise, to chuck a gas truck out on a diesel truck’s job.
As a truck the S-Way NP is nice to drive, the cab is excellent. It’s a stunning truck and lends itself to superb liveries.
Back up remains less extensive with Ivecos on the whole, but it doesn’t have too much competition on the gas market, especially in the tractor market, and the brand is typically cheaper.
The biggest factor will be simple – it is suitable for your operation or are you leaving yourself open to issues if you can’t get the gas? That needs to be the biggest concern and the driving factor, because as a product there’s not a lot to fault it on. You also need to think about how you acquire the vehicle. Given technology is moving fast – both in gas and other alternative fuels, leasing might be a better option as you’ll need it for at least four years, but at the end of that period, what else will be on the market? And more importantly will there be a market for secondhand gas trucks if they are in anyway obsolete, outdated or simply not a match for new products? Worth thinking about.
In short, as a gas truck the S-Way NP is a lovely truck to drive, it has appeal both in looks and its green credentials. The biggest factor is the infrastructure and the chance gas trucks could get overtaken in the technological advancements of other forms of propulsion, such as electric. That is unlikely to happen in the life of the truck were you to buy one tomorrow, but long term it might be an issue on the residuals.
If you want a gas truck, then the Iveco is close to top of the pile. But you need to know if it’s suitable for your operation. General UK tramping, then it probably isn’t. Ringfenced, repeat work on a set route and job, provided there is the gas fuelling infrastructure nearby, then it most definitely is.
Design GVW: 40 tonnes
Chassis: 3800mm wheelbase
Front axles: 7,500kg capacity. 315/70R22.5
Michelin XFA Energy tyres
Rear axle: single-reduction axle, 13,000kg. 1:3.7 ratio
Gearbox: 12TX 2010 TO 12-speed automatic
Engine: Cursor 13 12.9-litre straight six
Max power: 460hp @ 1,900rpm
Max torque: 2,000Nm @ 1,100-1,600rpm
Cab: AS high roof double sleeper
of Blackpool has made history by putting the UK’s first battery-electric tipper trucks into service.
The two Volvo FE Electric 6x2s which were delivered in 2022 are only the second-such vehicles to be put into use anywhere in Europe, and have cemented Fox Brothers’ status as a pioneer on the UK’s route to a net zero transport industry. Fox Brothers also runs some battery-electric plant items, including diggers and rollers, as the UK’s construction industry is also faced with a Net Zero target.
A concession allowing the FE Electrics to be plated at 27 tonnes, where a diesel equivalent three-axle truck has a maximum weight of 26 tonnes, helps off-set the increased unladen weight of the battery-powered vehicles
“Volvo FE Electric requires an average daily charge of 300kW/h, while the equivalent diesel truck burns 350 litres of fuel a day.”
There is rightly some scepticism about just how ‘green’ electric trucks might be, especially as many EV proponents look no further than their status as zero tailpipe emissions vehicles and ignore the upstream emissions of power generation. Fox Brothers has countered this by producing some robust data based on operational experience that acknowledges the carbon footprint of power generation, yet still shows a substantial saving in CO2 equivalent emissions.
This data has been calculated using conversion factors provided by Greenhouse Gas Reporting. These show that a Volvo FE Electric requires an average daily charge of 300kW/h, while the equivalent diesel truck burns 350 litres of fuel a day. Round these up to a five-day week and the electric truck absorbs 1500 kWh of energy from the grid, while the diesel truck consumes 1750 litres of fossil fuel. This translates to just over 290kg of CO2-equivalent from the power generation needed to charge the electric truck, while the weekly burn of the diesel vehicle produces 4725kg of CO2 equivalent.
That’s an impressive saving by any standard, but unfortunately there are other constraints in the way of wholesale adoption of batteryelectrics, not just for Fox Brothers, but for the industry as a whole. Fox Brothers admits that the current high capital cost premium of choosing battery over diesel means the trucks would not be a viable commercial proposition for most operators whether they were purchased or leased, and the hike in electricity prices which has come since the vehicles were ordered has been a most unwelcome surprise.
Looking to the future, the company is planning to install solar panels, which will ensure that at least some of its energy demand is being met by electricity that is both home-grown and sustainable.
There have also been difficult operational constraints. The first of these is unavoidable: ground clearance. The chassis-mounted battery-packs reduce the trucks’ ‘break-over’ ground clearance, which means some sites are inaccessible to them, and traffic planners must take this into account when allocating each truck its day’s work.
The second is rather more variable: operational range. The trucks were specified to carry seven loads a day within a 20-mile radius of the company’s Leyland depot. In practice, this is indeed possible, but only in ideal conditions. Venturing into hilly terrain can reduce range dramatically, while running in winter conditions sees lights, cab-heater and windscreen-wipers all depleting battery endurance.
On occasions, the electric trucks have had to stop work to recharge at lunchtime.
And actually connecting power to the vehicles has been an issue since day one. Supplying dealer Thomas Hardie Commercials was able to resolve initial problems in getting the two FE Electrics to charge, but expanding charging facilities to increase the number of electric trucks operating out of Leyland is going to be very expensive, if not impossible.
Its electricity provider has told Fox Brothers that it will have to finance a £50,000 improvement to the local distribution grid if it is to install
another four chargers, so up to six electric trucks can recharge simultaneously, and installing just 20 chargers in a depot that is home to 160 trucks would be impossible.
So, for the moment, the Volvo FE Electrics are more of a symbol of an intention to ‘green’ the transport and construction sectors than they are a practical tool.
But the good news is that they are working brilliantly in this role. As a large player in the construction sector, Fox Brothers has seen the much-publicised arrival of the FE Electrics boost its Corporate Social Responsibility and Environmental Social Governance ratings.
This, in turn, makes it an attractive partner for government bodies and large plcs seeking to enhance their own green and social credentials. Combining the Volvo FE Electrics with the company’s electric crusher and mobile plant means Fox Brothers can present an unusually ‘green’ solution for the traditionally dirty construction and civil engineering sectors.
Demand has been such that Fox Brothers has subsequently ordered two more, heavier, 8x4 Volvo FMX Electric tippers.
While they have made the headlines, the credentials of the electric vehicles are underpinned by sound environmental and safety policies garnered from Fox Brothers FORS Gold status.
Last year, the company put 336 drivers through the FORS LoCity Driving Course, and its drivers also undertake RORS eLearning courses. Additionally, the company has sought to minimise the impact of its conventional vehicles, by using the FORS Anti-Idling and CongestionCutting Toolkit and Drivers Guide, to ensure that its diesel-powered vehicles are creating the lowest possible emissions levels.
Even if an operator is not yet ready to take the plunge into EV deployment, there are still gains to be made by better using existing equipment with FORS guidance.
“Fox Brothers can present an unusually ‘green’ solution for the traditionally dirty construction and civil engineering sectors.”
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