DHL Supply Chain

Motor Transport hosted a webinar on the future of sustainable fuels with Volvo Trucks

Heroes search for zero

With governments around the world looking to hit tough carboncutting targets, there’s no way that future-looking vehicle manufacturers can afford to be anything but ambitious.

Unsurprisingly, John Comer, Volvo Trucks UK head of product management, outlined Volvo’s plans to deliver a 50% cut in its trucks’ CO2 emissions by 2030, and make its entire product range fossil-free by 2040.

He said innovations such as I-Save, Volvo’s kinetic energy recovery system, along with low rolling resistance tyres, FuelSave and predictive cruise control have already helped Volvo cut CO2 emissions on its baseline trucks by 18.9%.

The OEM also offers a range of alternatively fuelled vehicles, from the recently launched 26 tonne FE City Truck for urban deliveries, to HVO and LNG-powered Volvo trucks for long-haul routes and the recently launched Volvo FM, FH and FMX electric vehicles.

The OEM’s LNG-fuelled trucks are invaluable as an interim technology and increasingly popular, with 770 gas-powered Volvo trucks on the road, partly thanks to the benefit of the tax incentive on natural gas which runs until 2032, Comer said.

Volvo is also working with Daimler to produce a hydrogen fuel cell for the market by 2025, he added.

Taking charge

But with electric trucks at a premium, Comer called on operators to lobby government for tax incentives. “Whilst there is an incentive for rigid electric vehicles based on the gross vehicle weight, there are no incentives based on the GVW for these trucks.

“It’s important that both the manufacturing industry and operators really push for this – as this could become a bigger issue than the technology,” he added.

Adrian Felton, Swarco Evolt national strategic account manager for eTruck and eBus, told attendees the company, which provides charging solutions and aftermarket support for the heavy-duty market, is seeing growing demand for faster DC charging.

Infrastructure projects can be challenging and involve many partners, Felton said. “Collaboration truly is the key. I’ve worked on five big electrification projects and can tell you that no one partner alone can deliver the project.”

Operators play a pivotal role, he added: “They’re the driving factor, we have to have operators that are willing, and on board with this, to

Volvo is pushing electric options for urban deliveries

really show how innovation can work.”

Felton said one of Swarco Evolt’s future goals is to develop a highly connected charging infrastructure. “If we could get the bus or the truck to talk to the charger, we would know whether it had enough energy to fulfill its next route. Then if the charger could talk to the traffic system, and we knew that a truck or bus had a very low state of charge, then we could even prioritise that vehicle’s movement through the city. So it really does become an ecosystem that fully supports the introduction of electric vehicles.”

Alternative approach

Jonathan Chadburn, vice-president of asset management at DHL Supply Chain, said DHL is striving to cut its logistics-related emissions to net zero by 2050 and increase the carbon efficiency of its own and its subcontractors’ fleets by over 50%, by 2025, compared with 2007 levels. “We’re continually looking at ways to decarbonise through operational efficiencies, as well as via vehicle and trailer design,” he said.

Other strategies include using solar panels on trailers, regularly refreshing the fleet, boosting its electric van fleet and launching DHL’s first 16 tonne all-electric HGV last year. Chadburn said DHL has chosen gas-powered trucks as its interim technology.

“We plan to accelerate uptake across the fleet until 2025, which is effectively DHL’s next investment cycle. The new generation of gas vehicles can deliver 10% to 20% reduction on fossil gas, and up to 80% in CO2 reduction on biomethane,” he explained.

However, he warned that the gas refuelling infrastructure, which recently saw BOC and Calor Gas close down stations, still poses a major challenge.

Chadburn also called for government to harmonise the “disaggregated, fragmented nature of the legislation”.

He also urged government to secure long-term support. Pointing to government plans to review the tax cut on natural gas in 2024, he said: “These are long-term investment decisions, and we need some certainty.”

The three speakers also fielded a range of questions from attendees, from driver training, charging infrastructure capacity, installation costs and green hydrogen, which can all be heard here https://expo. freightinthecity.com/freightinthecityexpo2021/en/page/ webinar-series. n See page 10 for a first drive in

the new Volvo FM Electric

Volvo’s new FE Electric 6x2 Tag Rigid promises zero local emissions and much quieter streets Leading the electric charge

By George Barrow

You’ll soon be able to order a Volvo truck of any size with an electric drivetrain. That’s a pretty remarkable thing, considering that just 10 years ago it was widely predicted that batteryelectric was unlikely to be feasible as a power source for top-gross-weight road transport. But a lot can change in 10 years, which is why it really isn’t all that long a time in this industry, especially when Volvo is predicting that 35% of all trucks sold by 2030 will be electric.

Of course, it’s unlikely in the early days that there will be a significant uptake for electric 6x2 high-roof tractor units; and maybe even the demand for day cabs that can charge back at base won’t be massive either. But what about at the smaller end of the spectrum? Could you see a tipper, working out of a quarry delivering aggregate to customers within a set radius, being electric? What about regional palletised deliveries with a small rigid? At this precise moment in time, we’re already talking about a range of up to 300km. What will that figure be in 10 years’ time as the technology progresses?

Electric range

Back to the present day, the soon-to-be available fully electrified range of Volvos in the UK currently consists of the FE Electric and FL Electric (electric FH, FM and FMX variants are available to order, but for 2022 delivery) promising zero local emissions and quieter streets.

Powered by two electric motors, the FE Electric produces a peak power of 400kW (equivalent to 536hp) with 850Nm of torque, which are impressive numbers for a small truck. More impressive still is the 2-speed gearbox, which seamlessly delivers the power. EVs don’t tend to have gears, so the 2-speed gearbox in the FE is unusual. However, you barely notice the shift; as the truck gets above walking pace there is a slight click and the briefest of pauses as the FE builds speed.

The cabin is exceptionally quiet, with just the whir of the motor and the sound of tyres on the road. And without the rattle of a diesel engine, it makes the noise of the air compressor sound positively booming as it kicks in.

The 6x2 tag-axle with Lastvagns Montage dropside body and Palfinger crane feels every bit as connected to the road as a diesel truck; in fact, with fewer vibrations through the steering wheel you get even more feedback, while the ride quality is impeccable thanks to front and rear air suspension and no doubt aided by an even lower centre of gravity thanks to the two sets of 170Ah batteries between the chassis.

When it comes to brass tacks, the FE Electric isn’t cheap. Volvo says it costs in the region of £275,000 to £300,000, which is a hefty outlay for a small rigid of any description. For your money, though, you do get a five-year Gold service contract as standard, that includes preventative maintenance, driveline and nondriveline repairs and Volvo’s Uptime Promise to keep you on the road. Technically, the FE has an unlimited mileage warranty too as Volvo believes you’ll be unable to seriously rack up the miles due to the need for charging.

Electric experience

Either way, Volvo isn’t worried as it says its experience of Volvo electric buses in London has made it optimistic about the life expectancy of the new electric truck range.

One problem is the limited infrastructure currently capable of charging the FE Electric, making this a vehicle that will require further investment back at base in order to charge it – rather than relying on any public chargers.

There will be customers for the FE Electric, and there’s no doubt the FL, FM, FMX and FH will find homes too, but unlike so much fastchanging technology, early adopters won’t feel hard-done-by either. The FE Electric is as convincing an electric vehicle as any new electric passenger car – and more importantly a capable truck too.

The 2016 Bastille Day attack in Nice left 86 people dead when a rented lorry was driven into crowds along the seafront

New guidance aims to tackle the growing threat of terrorists using goods vehicles in attacks Steering the safest path

Worryingly, the role of vehicles in instances of terrorism, organised crime and other tragic occurrences appears to be taking more of a central role in recent years.

In 2016 in Nice a 19-tonne truck was deliberately driven into a crowd of people celebrating Bastille Day on the promenade, killing 86 people. In 2017, the world witnessed another incident in London, when a rented car was driven deliberately again along the pavement and along the south side of Westminster Bridge and Bridge Street, injuring more than 50 people. In that same year, we saw another terrorist attack in Stockholm, when a hijacked truck was driven into crowds along Drottninggatan, killing five people, including an 11-year-old, and injuring 14 others.

In 2019, you will likely remember that 39 Vietnamese nationals sadly died in the back of a container in Essex as a result of what was suspected to be organised crime and people trafficking.

Increased use of vehicles in the commission of such atrocities has drawn the attention of the authorities in the UK. So much so that a new standard was published on 10 May 2021 by the BSI.

The standard, PAS 29000: 2021, is sponsored by the DfT, and is attached to the online guidance published by the DfT, called ‘Countering vehicle as a weapon: best practice guidance for goods vehicle operators and drivers’. It took effect on 31 May 2021 (see box, below).

Goods vehicle operators would be expected to read the BSI standard along with the guidance published by the DfT. That guidance, which contains a foreword from senior traffic commissioner Richard Turfitt, lists some steps that operators may wish to implement to mitigate against the threat of vehicles being used in violent attacks.

In addition to assisting operators and senior management, the DfT guidance provides security tips relevant to drivers. Some appear obvious, such as locking and securing their vehicle whenever they leave the cab, while some are less obvious, such as avoiding

WINNING THE FIGHT

The new BSI guidance is available on the organisation’s website (bsigroup.com). Key features include:

n An organisation will be expected to undertake a risk

assessment at a senior management level, part of which will assess the need for any counter-terrorism measures. The outcome of such a risk assessment should be recorded and the position regularly reviewed, at least once every 12 months, as well as there being an events-driven approach.

n An individual should be identified at a senior management level

who is responsible and accountable for the business’s approach to security.

n An organisation will be expected to develop a security

management plan including a record of the outcome of the risk assessment, the identified points of governance, accountability and responsibility, and an assessment of security mitigation measures.

n An organisation will be expected to improve knowledge and

awareness within the business regarding potential risks and communicate which of those risks apply to their business.

talking about loads or routes with unauthorised personnel and avoiding posting anything on social media or other sites regarding location. If a driver believes that one of the routes given to them is high risk, then they should discuss this with the transport office and planners.

Drivers who find themselves in a situation where they consider someone to be ‘acting suspiciously’ or if something ‘doesn’t feel right’ are encouraged to contact Action Counters Terrorism (ACT) on 0800 789321 and told to contact their own organisation.

Another action that operators may wish to take in respect of their drivers is to include in their employment process a thorough check of drivers’ references before allowing them unaccompanied in a vehicle, and a thorough check of drivers’ employment history.

It is hoped that the UK government will work with the industry in devising some form of accreditation scheme to ensure that this new standard introduced by the BSI is implemented and kept to, although how this will take shape is not yet clear.

Viewpoint Sector shows its resilience

Steve Hobson Editor Motor Transport

Starting on page 24 of this issue, you will find write-ups on all the companies who have made it through to be finalists at the 2021 MT Awards. After such an extraordinary year in 2020 – which saw the MT Awards go virtual for the first time in 35 years – we did have some trepidation about whether or not transport operators would want to enter the Awards this year.

We need not have feared. Despite – or maybe because of – the pandemic, our judges were once again blown away by the quality of the submissions this year. This industry just keeps bouncing back no matter what is thrown at it and the resilience, flexibility and sheer tenacity of road transport shone through in the entries.

Our 60-strong judging panel of industry experts always have an incredibly tough job whittling the entries down to just 20 winners, so everyone who has made the shortlist deserves huge credit. To those who entered and didn’t quite make it, I can only say it was a particularly high-quality field this year, so don’t be discouraged and try again next year.

A common theme among many entries was of course how operators have coped with the pandemic and there are some great stories about people going that extra mile in the crisis. When you read about the dedication and teamwork prevalent in road transport, it does make you wonder why there is a shortage of skilled people, especially drivers. Estimates of the scale of the shortfall vary from 20,000 to 60,000 – but a shortage there is.

The UK furlough scheme is due to end in September and it is expected that there will be a significant increase in jobless numbers in sectors that have still not recovered from the pandemic. Hospitality venues are already reporting staff shortages as people leave that industry looking for more secure long-term careers.

What an opportunity for the transport and logistics sector. Our industry is sometimes criticised for treating staff – especially drivers – as commodities rather than human beings and that has to change if it is to grasp this huge chance to welcome in new recruits.

We are confident that the Awards presentation will take place this year at its usual sumptuous setting at the Grosvenor House in Park Lane and I look forward to seeing another full house on 2 September. Get your vaccine and be there to celebrate with our finalists, winners and sponsors.

Mind the gap – and get calculating

Katie Ash Head of employment law Banner Jones

Over time, the gap between women’s and men’s median hourly earnings has been narrowing. In fact, according to the Office for National Statistics (ONS), it has fallen by over a quarter among full-time employees in the last decade.

While this trend is moving in the right direction, there’s still widespread recognition that there is more work to be done and still some way to go before everyone – regardless of gender – receives the same pay for the same work.

To monitor progress and hold organisations to account, the government introduced an annual gender pay gap reporting mechanism, which came into force on 6 April 2017 and affects businesses employing in excess of 250 people.

Due to the coronavirus pandemic, the government waived employers’ obligations to report in 2020. This year, however, the process is back.

If you’re a medium to large employer, you will need to make sure you’ve submitted your data by 4 October 2021. Failure to do so could put you in The Equality and Human Rights Commission’s (EHRC) line of fire.

The gender pay gap is defined as “the difference between the average (mean or median) earnings of men and women across a workforce”. The report data is calculated upon hourly wages and includes ordinary pay and bonus pay.

Your report should give a snapshot of 5 April 2020. To calculate your data, you’ll first need to work out who your ‘full pay relevant employees’ are and record their gender. This includes both employees and those who are self-employed.

Your gender pay gap report will be accessible to all on the government website. That means potential employees can check your record in paying people of all genders equally. If the gap between men and women is large, they may be dissuaded from applying for a position with your company.

Got something to say?

The newspaper for transport operators

To contact us: Tel: 020 8912 +4 digits or email: name.surname@roadtransport.com

Editor Head of content Steve Hobson 2161 Tim Wallace2158

Events and projects editor

Hayley Pink 2165 Group production manager Isabel Burton Layout & copy editor Nick Shepherd Senior display sales executive Barnaby Goodman-Smith 2128 Event sales Tim George 0755 7677758 Classified and recruitment advertising rtmclassified@roadtransport.com

Sales director Emma Rowland 07900 691137

Divisional director MT Awards Managing director

Vic Bunby 2121 Katy Matthews 2152 Andy Salter 2171

Editorial office Road Transport Media, First Floor, Chancery House, St Nicholas Way, Sutton, Surrey SM1 1JB 020 8912 2170

Free copies MT is available free to specified licensed operators under the publisher’s terms of control. For details, email mtsccqueries@roadtransport.com, or call 01772 426705

Subscriptions

Email:customercare@dvvsubs.com Quadrant Subscription Services, Rockwood House, Perrymount Road, Haywards Heath, West Sussex RH16 3DH

Rates UK £146/year. Europe£176/year. RoW £176/year. Cheques made payable to Motor Transport. Apply online at mtssubs.com

Registered at the Post Office as a newspaper

Published by

DVV Media International Ltd © 2021 DVV Media International Ltd

ISSN 0027-206 X