Commercial GreenFleet June 2023

DECARBONISATION

CLEANING-UP COMMERCIALS

Insight into fleet progress of commercial vehicle electrification

DRONES

VAN CRIME

CV SHOW REVIEW

HYDROGEN

DRIVING THE SWITCH TO CLEANER COMMERCIAL FLEETS

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4 News Fortescue to open battery and powertrain facility in Oxfordshire; Electric van shortages slowing EV uptake; and DHL launches biofuel truck fleet for Formula 1 logistics

9 Decarbonisation

Michelle Gardner from Logistics UK shares insights from the organisation’s Electric Vehicle Report, which explores fleet operators current experiences of transitioning to electric vehicles

12 Panel of Experts

The stop-sales date for new diesel vans and trucks is looming, which poses challenges for those operating commercial vehicles. Our expert panel highlights the issues and share some solutions and advice for fleet operators looking to decarbonise

19 Hydrogen

Hydrogen is expected to play a critical role in the decarbonisation of transport. Clare Jackson, CEO of Hydrogen UK, explains why hydrogen makes a particularly good zero-emission fuel for large vehicles

21 Van Crime

Figures show a rise in both van theft and tool theft, causing both operational and financial disruption to van drivers and businesses. So what can be done?

24 Drones

Drones can help decarbonise high-emitting industries, such as transport, construction, agriculture and energy, supporting global efforts to achieve net zero targets.

27 CV Show Review

The 2023 Commercial Vehicle Show demonstrated the massive green transformation occurring in the van and truck sector

30 ITT Hub Review

A review of the ITT Hub 2023, which took place from 10-11 May

MANUFACTURING

Fortescue to open battery and powertrain facility in Oxfordshire

green energy economy with WAE’s battery systems providing world leading technology to the entire global industrial sector,” Dr Forrest said. “It is heartening to have the UK’s Trade Secretary at our factory in Oxfordshire to support this message of British technology excellence for both its people and its highly attractive working environment.” Fortescue will open a new state-ofthe-art site in Banbury, Oxfordshire, significantly expanding its UK manufacturing capability, supplying advanced batteries and electric powertrains globally.

The new location will be focused on production of a wide range of zeroemission products for the off-road sector including trucks and trains. It will form part of a new global business aimed at driving decarbonisation in all fields of economic activity, while building sovereign capabilities in emerging technology.

Fortescue has announced it is expanding its battery and electric powertrain production operations in the UK with plans for an additional facility in Oxfordshire, focused on the production of a wide range of zero-emission products for the off-road sector including trucks and trains.

CARGO BIKES

Fortescue chairman Andrew Forrest said the expansion is part of Fortescue’s commitment to grow its British presence through the recent integration of British manufacturers WAE (formerly Williams Advanced Engineering).

“With Fortescue’s investment, British engineering will be at the cutting edge of the

The Banbury site, which covers 13,500m2, will be a purpose-built facility focusing primarily on manufacturing of heavy industry, electric/ zero-emission powertrain systems. It will offer automated assembly for battery modules and packs, assembly of power conversion and power systems, as well as truck and train production support.

Zoomo to offer EAV cargo bikes on its platform

congesting our cities. EAV’s cargo bikes are one of the largest on the market, with a cargo volume of 2,000 litres and a 150kg payload. They are built to efficiently navigate urban landscapes and enable customers to make more deliveries in a shorter amount of time via their ability to access cycle lanes and safely navigate pedestrianised spaces.

As EAV’s official fleet partner, Zoomo will offer financing for EAV’s range of vehicles alongside their maintenance guarantee and telematically enabled fleet management software.

Last-mile electric fleet company Zoomo will now be offering EAV cargo bikes on its platform, in a leasing, servicing and telematically enabled software offering.

The EAV, with its 2m3 of cargo space, has the potential to replace the millions of vans

Michael Johnson, co-founder and CRO at Zoomo, said: “We are bringing the vehicle leasing model from the automotive space to light electric vehicles. By integrating different vehicle types into our platform, like EAV e-cargo bikes, with leasing, servicing and telematically enabled software solutions, we are able to provide customers in urban logistics with a onestop solution for all their delivery fleet needs.

“EAV’s cargo bikes are highly innovative and will enable us to offer more efficient and sustainable fleet solutions to our customers in existing and new segments, like parcel delivery.”

EAV will benefit from Zoomo’s global reach

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in Australia, North America and Europe. In addition, EAV’s existing and future customers get access to Zoomo’s expansive servicing network, telematically enabled software platform and finance offering.

Adam Barmby, Founder and CEO, EAV, said: “Zoomo are perfectly placed to support the take up of EAVs in city centres across the world, and drive the positive difference that we’re pushing for. We are thrilled to have a like minded partner on our mission to revolutionise the last mile, and to create cleaner, safer cities.

“This partnership maximises our complementary expertise – with Zoomo’s servicing, financing and software making the switch to light electric vehicles a simple step for our shared customers. Meanwhile, we will continue to ensure every single vehicle meets the highest specifications for build and rider-experience, as we innovate on solutions which further reduce the cost and the emissions impact of urban logistics.”

The first prototype build is targeted for July/ August 2023 with the first mining haul truck module due for completion in August 2023. READ

Electric van shortages slowing EV uptake Government urged to incentivise price of repowered buses

Bus repower company Kleanbus has called upon the UK Government to incentivise the price of a repowered electric bus in England & Wales.

Businesses are unable to get hold of the electric vans needed to switch their fleets due to supply shortages, which is severely hampering their vital transition to clean vehicles, the Climate Group has reported. Shortage of EV supply is most acute in the UK’s commercial van sector, with businesses ready to invest but unable to secure the electric vehicles in the quantity they need.

Figures released recently by the Society of Motor Manufacturers and Traders (SMMT) show that less than three per cent of new van registrations were battery electric vehicles (BEVs), with only 25 models available for purchase in the UK. Meanwhile, the market share of electric cars in the overall car market is three times greater than fully electric van’s share of the UK’s van market. Shortages are slowing uptake and causing it to lag behind.

According to Climate Group, manufacturers have a mountain to climb to ramp up variety and quantity ahead of 2024, when the first sales targets for zero-emission cars and vans come into force through the UK’s zero-emission vehicle (ZEV) mandate.

Climate Group argues more needs to be done to meet business demand for fully electric vehicles and to ensure the UK meets its 2030 commitment to phase-out sales of new petrol and diesel cars and vans.

Alongside manufacturers clearing the backlog of demand, the UK government needs to step up its ambition to help UK businesses make the switch.

The UK’s charging network needs rapid expansion – a reliable, affordable charging network is needed to support the growing number of businesses wanting to invest in EVs.

Road transport is responsible for around a fifth of total UK emissions. The switch to zero emission needs to happen faster to meet the UK’s net zero targets, clean up the UK’s air and mitigate climate change, Climate Group warned.

A strong, ambitious ZEV mandate, a key pillar of the government’s Net Zero strategy and will have a huge impact on carbon emissions, will help supply match demand, and speed up EV adoption.

Speaking at Zemo Partnership’s 20th Anniversary Conference in London, Lucy Parkin, director of ESG at Kleanbus addressed the significant opportunities in reducing urban pollution through repowering – converting an existing diesel or hybrid bus to electric power – which is fast and cost-effective. However, no funding is available to reduce the price of a repowered bus. Kleanbus applauds funding initiatives, such as that led by Transport Scotland’s ScotZEB, which acknowledges the pivotal role of repowering and offers £50,000 grants to make SMEs access and expedite the transition of diesel buses to zero emissions.

Joe Tighe, CEO of Kleanbus, commented: “Decarbonising transport has become one of the greatest challenges of our time but it can be achieved at speed with the right solution, and more importantly the support and funding to do so. Fleet operators and the planet don’t have time to waste, there is a need for UK to have a

bus strategy that includes repowering of buses with electric powertrains. The UK is waiting when it needs to be acting. We at Kleanbus call for a greater level of support for operators to make the change to electric quicker to help us all breathe easier.”

Repowering existing buses by replacing their diesel engines or hybrid powertrains with fully electric powertrains is the fastest and most cost-effective method to achieve a zero-emission bus fleet. By doing so, it could bring about fully electric bus fleets six years earlier than relying on the roll out of new zero emission buses alone. This could give a potential saving of over 4Mt CO2 and reduce emissions by up to 80 per cent across a vehicle’s lifecycle. Kleanbus offers an advanced ‘ePowertrain Module’ which combines components from leading Tier 1 suppliers with its own integration technology and proprietary software. This solution enables the rapid and cost-effective conversion of single or double-decker buses from internal combustion engines to fully electric power.

Innovative transport technology projects awarded funding

develop research into real-world solutions to address some of transport’s most pressing issues, such as decarbonisation. This can be a useful way for researchers to take their first steps in creating a new company, helping to grow the economy and create jobs across the UK.

Some of this year’s winning projects include IONA Logistics, who will explore how autonomous drones based out of small delivery hubs can be used to deliver small packages faster and cheaper to hard-to-reach rural areas.

Sixty-seven transport technology projects will receive a share of £1.96 million in funding as part of the government’s Transport Research and Innovation Grant (TRIG) Programme. The projects receiving funding include remote-controlled robots for deliveries; kite-powered tug boats to reduce emissions; and drones to deliver packages in hard-to-reach areas.

The TRIG programme looks to encourage engineers, academics and innovators to

Another winner was Transreport Limited, who will be creating an app that allows disabled and older passengers to book the support they need on planes in advance to improve the experience. This app is already in use on trains

The Port of Tyne will explore the viability of using remotely-controlled, and in some instances automated, electric heavy-duty robots to replace HGVs to provide a cleaner and faster alternative, reducing delays in the delivery process.

REFUSE VEHICLES

Buckinghamshire Council to up-cycle and electrify its refuse fleet

Buckinghamshire Council will begin upcycling and electrifying its refuse fleet with clean-tech company Lunaz.

The first 26-tonne refuse vehicle will be converted from its existing diesel power to electric, with delivery to be made in the autumn. The work is being funded with a grant from DEFRA (Department for Environment, Food & Rural Affairs).

All Lunaz vehicles are completely stripped down and all components inspected, upcycled and replaced as required. This includes the removal of the current diesel engine and replacing it with a fully electric drivetrain. The cab, driver functions and bin-lift equipment will also be fully refurbished and upgraded to latest technological and safety standards.

Gareth Williams, Buckinghamshire Council’s cabinet member for climate change and environment said: “This marks the first step in our desire to run a more sustainable fleet of vehicles by using a renewable energy source and has multiple additional benefits including improving air quality and saving money both in terms of cheaper everyday running costs, and the retention of more than 80 per cent of the embedded carbon versus scrapping an existing vehicle and replacing with new. In this regard, our partnership with Lunaz represents the best possible outcome for both the planet and the taxpayer. It also reflects our commitment as a council, to supporting local business and employment in the area.”

ELECTRIC VANS

This announcement follows the signing in April 2023 of a seven-year fleet electrification programme between waste management Biffa and Lunaz confirming a commitment to allocating a significant proportion of its 1,110 vehicle per year production capacity. Every up-cycled electric vehicle produced by Lunaz saves 82 per cent of the embedded carbon within that vehicle. For context, at full capacity, Lunaz’ factory in Silverstone, UK, will save the equivalent weight of the Eiffel Tower every year in embedded carbon by upcycling rather than scrapping existing fleet vehicles.

Furthermore, Lunaz stands alone in subtracting a polluting vehicle from the global car park with every vehicle it electrifies. This is through its ‘1 for 1’ policy that ensures the decommissioning of every fossil fuel engine before recycling its components. This practice ensures existing polluting engines are completely eradicated and replaced with clean-air equivalents.

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Restrictions on 4.25 tonne electric vans causing issues

meaning that operators who would normally adopt 3.5 tonners can easily use larger electric vans while avoiding the central compromise on payload caused by battery weight. However, the real world experience of fleets is that there are still serious obstacles to clear.

The Association of Fleet Professionals (AFP) is reporting that operational restrictions and uncertainties are creating issues for fleets adopting new 4.25 tonne electric vans, dispite them having a licence concession. Normally, the holder of a standard B licence would only be able to drive a van up to 3.5 tonnes but recognising the extra weight added by batteries, this was extended to 4.25 tonnes. Such vehicles are also exempt from O licence rules. However, fleets are finding that a range of other restrictions still apply. Because the van is classed as an HGV, it needs an MOT test after 12 months and is

also speed restricted, while tachograph regulations come into effect if the vehicle travels more than 100kms from base. There are further layers of complication. Technically, the 2019 licence derogation lapsed in May and has not been renewed. Although it seems likely it is still in effect, this has not been officially confirmed. Also, for fleets operating in Northern Ireland, the 4.25 tonne exemptions stop at the border for those travelling from the North into the South and the vehicle needs to be covered by an international O licence.

AFP chair Paul Hollick said: “The whole 4.25 tonne concept is a sensible one, we believe,

“In many cases, commercial users of 3.5 tonne vans are engineers of different types who travel across relatively wide areas, so the speed and tachograph restrictions are especially difficult in day-to-day terms while, we believe, adding nothing in terms of safety for a vehicle of this type.

“If the idea of the concession is that fleets can easily choose a 4.25 tonne electric van instead of a 3.5 tonne diesel one, then that is not currently possible. There are just too many additional responsibilities and regulatory uncertainties.”

Paul said the AFP would lobby for the rule to be changed because the present situation served as a disincentive for fleets looking to acquire larger electric vans.

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Logistics UK’s Jonathan Walker

Decarbonising the right way

DHL launches biofuel truck fleet for Formula 1 logistics

DHL is introducing its first truck fleet running on biofuel to provide logistics support to Formula 1®, helping it in its goal of becoming Net Zero by 2030. Eighteen new trucks, capable of running on HVO100 drop-in fuel (hydrotreated vegetable oil), will be delivering at all European Formula 1 races in 2023. By doing so, each truck can reduce carbon emissions of minimum 60 per cent when compared to standard fuels, with great potential for higher savings.

The new trucks reduce carbon emissions while maintaining the same level of performance in terms of load capacity and travel distance as their diesel counterparts. Also, the handling of biofuel is safer than bunkering diesel from an environmental and security perspective.

Paul Fowler, head of DHL Motorsports Logistics says: “Each truck can therefore transport up to 40 tons and travel up to 3,500 kilometers per 1,000 liter tank. For the European F1 leg the trucks run entirely on HVO100,

which is a second-generation biofuel, meeting the standard EN15940 for paraffin fuels, as well as a drop-in fuel.”

By using HVO100, Deutsche Post DHL Group adheres to the EU’s Renewable Energy Directive. Due to their significant sustainability impact, DHL and Formula 1 are planning to expand the use of these sustainably powered trucks in the coming years, as part of their ongoing efforts to minimize their environmental footprint.

Creating a more environmentally sustainable future has been a key part of the partnership and DHL and F1® have actively taken steps to reduce their carbon footprint. This includes testing more advanced technologies for the future, leveraging multimodal transport solutions, and using more Boeing 777 aircrafts, which reduce carbon emissions by 18 per cent compared to traditional aircraft.

Vattenfall and Coca-Cola pilot ‘Power as a Service’ truck charging

Vattenfall and Coca-Cola in Sweden have started a pilot project, where three charging stations will be installed at CocaCola’s plant at Jordbro outside of Stockholm, to charge their two electric heavy goods vehicles.

Vattenfall will contribute to the pilot with its “Power-asa-Service” solution, where they will be responsible for the investment in the charging infrastructure and own, run and ensure the operation of the charging stations throughout the contract period. The charging will also be powered by Vattenfall’s electricity from wind power.

Lisa Wahlström, sustainability director, at Coca-Cola Europacific Partners Sweden, said: “We have worked actively to reduce emissions from our company vehicles and shipments for a long time. Since 2021, 100 per cent fossil-free fuel has been

used for all procured domestic shipments, and charging points for company vehicles and passenger cars have been installed at the plant. Electricpowered heavy goods vehicles and the charging points for these are the next step on our journey.

“This pilot project includes two electric-powered trucks that will deliver our drinks to customers, powered by Vattenfall’s electricity from wind power.”

As the logistics industry continues to make further developments in exploring more time and cost-efficient technologies, transporting goods in urban areas – both in terms of supplying retail, industry, or trade, as well as end customers – has progressed and undergone a radical shift in recent years. The need to decarbonise across all sectors remains high on the agenda for logistics businesses, but it is important to note that a singular solution will not work for all modes and locations.

Towns and cities across the UK have committed to different approaches for decarbonising their operations such as freight consolidation, cargo bikes and autonomous/remote deliveries. And while government policy has struggled to keep pace with new innovations and find the most sustainable and effective option, industry has adapted. Companies are beginning to, or have already, transition their vehicle fleets to the greener alternative of Electric Vehicles (EVs), and warehousing and distribution centres are implementing automated robots to optimise the use of packaging materials, improve shipping efficiency, and reduce costs.

Currently, many local authorities and agencies are actively exploring the use of alternatives to internal combustion engine vans and lorries within cities including cargo bikes and other light, zero-emission vehicles. As we see so often in urban policy, London is furthest down this path. In response to industry trends, Transport for London (TfL) published its Cargo Bike Action Plan in March 2023 that set out how cargo bikes will become a viable option for last mile deliveries. The strategy focuses on three key areas that require attention to promote and enable the growth of cargo bikes; the infrastructure required for the bikes, safety and training and behaviour change. Where appropriate, cargo bikes can reduce van delivery and service trips across London as they deliver considerable carbon emission and air pollution savings, contributing to healthier streets.

Although cargo bikes create great opportunities for reducing CO2 emissions through tailpipe emissions and avoiding detrimental impacts on congestion and air quality, public bodies must recognise that they will only ever be part of the urban logistics fleet. Cargo bikes can carry up to 80kg, whereas a large battery electric panel van has a payload capacity of around 1,600kg. This indicates that one van can carry the same load as approximately 20 cargo bikes. A more practical solution to decarbonise in urban logistics is utilising the number of micro-consolidation centres available, as they allow for vehicles to travel fewer miles between deliveries. This is very beneficial for electric vehicles as they have a shorter mileage range, and so are often better suited for urban logistics rather than rural areas that cover longer distances. Research published in Logistics UK’s Logistics Report 2023, shows that London is the most congested city in the world with the average driver losing 156 hours due to congestion in 2022. It is therefore crucial that small pockets of land in the centre of our cities are safeguarded for micro-consolidation and EV charging to ensure this method remains sustainable and decarbonisation friendly. Logistics UK believes that national and local policies should incentivise innovations that meet the twin challenges of decarbonisation and efficiency within the sector, while at the same time not unfairly penalising or disadvantaging existing operators. Any new potential policy landscape may need a conversation between customers and operators – if restrictions continue to tighten, the on-demand logistics we have all become familiar with will be more challenging, though may bring significant environmental and efficiency benefits. However, we must also remember that our ever-growing and changing urban environment will always need a supply of materials which can only be provided by heavy vehicles. Policy must reflect this and not impose unfair costs on operators. Logistics businesses are committed to meeting the 2050 net zero deadline however, more support is vitally needed through tax allowances for capital expenditure on green infrastructure as well as longer-term certainty on grants for logistics businesses to develop future reliable investment plans.

FURTHER INFORMATION

logistics.org.uk/environment/netzero

Jonathan Walker, Head of Cites and Infrastructure Policy, Logistics UK

A five-point call to action manifesto for fleets

The call to action for fleets grows ever louder as our journey to zero emission transport gathers pace.

Clean air and low emission zones have been rolled out across UK cities and the government has doubled down on its commitment to ban the sale of new internal combustion engine (ICE) cars and vans from 2030. What’s more, as we approach this deadline, the ZEV mandate is set to introduce electric vehicle (EV) sales targets for manufacturers.

So, it is very much a case of when, and not if, businesses make the electric transition – despite research by Bridgestone Mobility Solutions finding that more than three-quarters (76 per cent) of commercial vehicle fleets are postponing electrification, in response to the cost of business crisis.

Whether the electric transition takes place today or tomorrow, the baton must be grasped, and failing to plan means planning to fail. Here we outline five key steps – a manifesto for change – to help ensure electrification takes place cost-effectively and with minimal business disruption.

1. Become a sponge

An eagerness to seek out and absorb new information and ideas has long been a characteristic of progressive business leaders looking to stay one step ahead of the competition.

And with a new mobility landscape emerging, this has never been more important. When we tilt the lens on the world of electric vehicles, there is always a new development on the horizon and always something new to learn.

What’s more, access to information is becoming more readily available. There’s a growing body of advice, shared knowledge and guidance – from support and consultancy groups to online resources, dedicated forums and events. Extensive information and advice can be found, for example, via organisations such as The Energy Saving Trust, Zemo Partnership and the government’s Office for Zero Emission Vehicles.

And here at Bridgestone Mobility Solutions, alongside game-changing innovations, we have published a wide range of specialist guides to decarbonisation and electrification, designed to educate and inspire.

2. Have an effective charging strategy

Charging an EV is becoming easier with each passing day, as charging providers innovate and roll out public charging stations in increasing number. But having a strategy tailored to the operational needs of your fleet remains paramount.

Electric vehicles must be charged to meet their daily journey needs and should be operated to maximise their range and optimise business productivity. But what infrastructure will your fleet rely upon? Will public, home or private business charge points be needed?

Insights from fleet management solutions can help here by revealing where vehicles spend the most time, their typical mileage and dwell time. Workplace charging is likely to be of particular value to commercial fleets whose vehicles return to a central depot, for example, for companies whose field-based employees face long car journeys to the office or for those who, due to a lack of off-street parking, are unable to install home chargers.

Fleets should be mindful that the charging landscape is rapidly changing making it prudent to futureproof infrastructure, as much as is possible. Charge points should be OPCC, for example – an open-source standard which supports interoperability. Solutions such as Webfleet can also allow businesses to monitor real time battery levels, remaining driving ranges and vehicle charging statuses.

3. Ensure operational efficiency

Maintaining service delivery standards is critical when transitioning to EVs. In addition to efficient charging strategies, businesses need to ensure effective route planning, navigation that takes account

of live traffic information and workflow management optimisation. Fleet management solutions such as Webfleet can, once again, play an important role here.

4. Educate your drivers

Most fleet drivers will be unfamiliar with the distinct characteristics and idiosyncrasies of electric vehicles – and this can compromise their safety and efficiency behind the wheel. Education is essential. Performance data can help underpin training programmes, as it does for traditional ICE fleets. The latest EV management tools, for instance, allow fleets to compare the energy performance of drivers, analyse kinetic energy recovered through regenerative braking and provide targeted coaching where it’s most needed. Miles per kWh can also be optimised by monitoring and mitigating incidents of speeding, harsh acceleration and braking.

5. Foster a supportive working environment

The negative impact of stress on workplace performance has long been recognised. Mitigating this to optimise EV driver performance is therefore vital.

According to our research, more than three quarters (76 per cent) of fleets currently believe that work pressures facing drivers are intensifying in the wake of the ‘cost of business’ crisis. A similar number (75 per cent) believe the cost-of-living crisis is negatively impacting their mental health. To help alleviate stress, almost three-quarters (74 per cent) have admitted they need to review their current systems and processes. By using fleet management solutions to streamline workflow, simplify operations and digitise time-intensive tasks, businesses can boost job satisfaction and help foster a happier, healthier working environment. L

Richard Parker, Webfleet UK EV lead at Bridgestone Mobility Solutions, outlines five key steps to help ensure electrification takes place cost-effectively and with minimal business disruption

Richard Parker, Webfleet UK

Powering decarbonisation

Michelle Gardner, deputy director of policy at Logistics UK, shares insights from the organisation’s Electric Vehicle Report, which explores fleet operators current experiences of transitioning to electric vehicles and highlights the challenges to further uptake

The process of decarbonising operations is an ever-increasing priority for operators as deadlines draw closer, natural fleet replacement cycles continue and consumers place growing importance on sustainability methods. With electric vehicles (EVs) widely viewed as a commercially viable solution for light commercial vehicles (LCVs), many businesses have begun the transition to battery electric. In May 2023 Logistics UK published its Electric Vehicle Report 2023 which explores operator’s current experiences of transitioning to EVs and highlights the challenges to further uptake. Those that have operated EVs for some time have adapted their operations to work within the capabilities of the EVs available, recognising that likefor-like replacement of existing diesel vehicles is not

always possible. Feedback from those that have made the transition is positive, with 59 per cent of respondents reporting a good response from their drivers who are operating EVs, with only 10 per cent reporting negative or mixed reactions However, for those that are yet to make the switch, or are at the beginning of their journey, considerable barriers remain.

Financial considerations

Like many sectors of the UK economy, costs are a key concern across the logistics industry. Inflation has risen, total vehicle operating costs have increased, and energy support has been reduced. As an industry that operates on very narrow profit margins of around 1-3 per cent, businesses are under financial pressure and having to fully consider the cost

of decarbonisation. Within the report, respondents reported estimated costs to upgrade their energy supply at depots of between £100,000 and over £1 million with volatile energy prices also a concern; one member quoted £5,000 for every additional megawatt of electricity. And, in addition to all respondents (95 per cent) reporting higher total costs of ownership (TCO), and 64 per cent reporting TCOs being two to three times more expensive than an equivalent diesel vehicle, the report also highlighted the rise in acquisition costs. Long order lead-times and no viable scrappage schemes are putting heavy cost burdens on businesses, particularly SMEs. The lifecycle of a vehicle is carefully worked into any logistics business’ budget, to ensure continuity while keeping costs down. To transition part way through a vehicle lifecycle would be costly and in the view of Logistics UK, a supportive scrappage scheme is vital to support logistics businesses stay on the road. E

operatedthatThosehaveEVs for some time have adapted their operations to work within the capabilities of the EVs available

The Electric Jerry Can Solution

With businesses across the UK kickstarting the transition to hybrid or full electric vehicle (EV) solutions for their fleet, the demand for charging facilities and solutions has increased. Power-2GO introduced EcoFlow to the UK in 2020, and have since established themselves as the leading authority on EcoFlow’s portable, onboard and home back up solutions.

EcoFlow’s DELTA Max and DELTA Pro models have the facility to reduce range anxiety for EV drivers, offering a charging solution when faced with the urgent need to get essential miles into your vehicle.

The EcoFlow DELTA Range can be charged up via AC in as little as 1.6 hours, but can also be charged via solar. The DELTA Pro model has the additional advantage of being able to charge at an EV charge point, utilising an EcoFlow X-Stream Adaptor.

Having trialled our own DELTA Pro with a Volkswagen ID.3, we were able to add 37 miles charge back into the vehicle within 20 minutes, with our DELTA Pro charged at 70%.

The DELTA Max and DELTA Pro models can provide EV vehicles and fleets with more than just an electric jerry can solution. With an output of 2400W and 3600W respectively, the DELTA Max and DELTA Pro units provide its user with unrivalled portable power access, ensuring your equipment remains charged whilst you’re on the move.

Users can monitor their DELTA device usage via the EcoFlow app, which provides real-time data allowing you to see clearly your run time, charge time and battery percentage.

Logistics UK is calling for an EV charging and refuelling infrastructure roadmap designed in collaboration with business to work for logistics vehicles, backed with clear guidance and incentives for local authorities. This must include an urgent accelerated rollout of public charging infrastructure – fully accessible to commercial vehicles – as well as clear milestones for minimum levels of suitable chargepoint provision.

 The culmination of all these cost factors could be the key barrier to uptake; in 2022, EVs represented 0.9 per cent of the UK’s van fleet, a small increase from 0.3 per cent in 2019. However, in addition to costs, recharging infrastructure is also a key concern; all respondents cited energy supply as their top priority and a third of respondents highlighted power supply infrastructure as one of their biggest challenges for fleet electrification.

David Wells, chief executive of Logistics UK, commented: “The logistics sector is fully aware of its responsibilities to decarbonise and is keen to do so. However, with respondents reporting wide ranging costs to upgrade their energy supplies to depots – between £100,000 and over £1 million – a lack of meaningful scrappage schemes, acquisition costs on the rise and volatile energy prices, it is an uphill battle that cannot continue without increased support from government.

“Our industry operates on very narrow margins of around one per cent and with significant inflationary pressures, increased wage bills and the rise in total road vehicle operating costs, logistics businesses need supportive fiscal measures to be able to upgrade their fleets and energy supplies without having to pass on increased costs to customers.”

Charging barriers

As outlined in the report, there are a low number of public electric charge points suitable for commercial vehicles across the UK. As of 1 January 2023, there were a total of 37,055 public electric chargepoints recorded in the UK, an increase of just seven per cent when compared to 1 October 2022. For perspective, monthly installations would have needed to rise by 288 per cent to meet the 300,000 by 2030 target set by the DfT; a seemingly unlikely task.

Regarding the public chargepoints already installed, over half of respondents reported difficulties in finding a free and usable EV chargepoint space, with many encountering broken or inoperable chargers. There was much frustration among those who regularly use public chargepoints at the lack of reliable and up to date information about available working chargepoints, as well as issues surrounding their suitability for commercial vehicles. Logistics UK is therefore calling for an EV charging and refuelling infrastructure roadmap designed in collaboration with business to work for logistics vehicles, backed with clear guidance and incentives for local authorities. This must include an urgent accelerated rollout of public charging infrastructure – fully accessible to commercial vehicles – as well as clear milestones for minimum levels of suitable chargepoint provision.

Willingness to go green

Overall, there is a real willingness among industry to decarbonise, and there is a growing number of operators working to do so; of the respondents who have introduced EVs into their fleets, 58 per cent have done so in the last two years, with the majority – 62 per cent – of all respondents stating they plan to have decarbonised their van fleets by 2030. However, if the sector is to fully achieve government’s target of net-zero by 2050, further support is needed to not only support the transition, but to provide the necessary infrastructure for those that have made the switch. Logistics UK looks forward to continuing to work with government, members and the wider industry to initiate and engage in the discussion – and actions – that will accelerate the industry towards net-zero. L

www.logistics.org.uk

EXPERT PANEL DECARBONISING

COMMERCIAL VEHICLES

The stop-sales date for new diesel vans and trucks is looming, which poses challenges for those operating commercial vehicles. Our expert panel highlights the issues and share some solutions and advice for fleet operators looking to decarbonise

Paul Wright, sales director (contract hire, leasing & rental), Asset Alliance Group

Paul Wright heads up contract hire and leasing division for commercial vehicles at Asset Alliance Group. During his career in the commercial vehicle sector, he has helped support a wide range of business from SMEs to blue chip companies covering various sectors.

Simon West-Oliver, director of sales, AssetWorks

Simon West-Oliver has over 30 years of experience in the fleet industry. Simon’s wealth of experience supports fleets in managing their assets by providing sustainable change with decarbonisation planning, digitalisation in workshops, embracing a circular economy and managing environmental and social compliance.

David Haynes, corporate & international LCV business development manager, Athlon UK

David has been a part of the  Athlon family for over a year, as a business development manager specialising in LCV. David prides himself on being at the forefront of mobility solutions and works hard to prioritise customer needs in every way possible. As well as looking after corporate and international customers, David brings a wealth of experience across salary sacrifice and has been working hard to bring Athlon SalaryExchange to life since the product was launched earlier this year.

The government plans to stop the sale of new diesel vans by 2030, and trucks by 2035 (up to 26 tonnes) and 2040 for over 26 tonne trucks. However, given the size, weight and operation requirements of heavier vehicles, and a zero-emission truck market that’s in its infancy, there are significant barriers to overcome for commercial vehicle operators. One of the biggest hurdles is the high upfront cost of electric and alternativelyfuelled vehicles. Paul Wright, who heads up the contract hire and leasing division for commercial vehicles at Asset Alliance Group, explains: “Transitioning to nondiesel vehicles may involve higher upfront costs due to the price difference between diesel and alternative fuel vehicles. Fleet operators will therefore need to assess their budgets and financial feasibility of acquiring new vehicles within the given timeframe.

“The range of vehicles can also be a potential barrier, especially at this early stage. Operators will need to carefully evaluate the range and capabilities of alternative fuel vehicles to ensure they can meet their operational requirements.”

With regards to heavy-goods vehicles in particular, Paul points out that the public charging infrastructure is currently a problem. He explains: “At the moment, public charging infrastructure for HGVs is limited, which impacts the ability of operators to charge their vehicles during long-haul journeys or at specific locations. The government and industry stakeholders will need to invest in the expansion of charging infrastructure to support the widespread adoption of electric or hydrogen-powered HGVs.” Managing a mixed fleet of diesel and alternative fuel vehicles may also present

challenges in terms of maintenance and servicing. To tackle this, Paul advises operators to develop appropriate fleet management strategies to address the unique requirements of different vehicle types and ensure optimal performance.”

Despite the challenges, transitioning to a greener fleet is possible, but it does require careful planning. Paul explains: “Switching from diesel to alternative fuel vehicles may require adjustments in operational practices and additional training for drivers. Operators may experience some downtime during the transition period, as vehicles are replaced or retrofitted with new technologies. Logistics planning will therefore be crucial to ensure a smooth transition and minimise disruptions to operations.”

The resale value of diesel vehicles is another point to consider. Paul explains:

“With the ban on new diesel vehicle sales,

the resale value of existing diesel vans and trucks may decline over time. Operators will need to consider the impact on their fleet’s residual value and potentially explore options for selling or repurposing diesel vehicles before the deadlines.”

Financial incentives

With regards to light commercial vehicles (LCVs), David Haynes, corporate & international LCV business development manager at Athlon UK, suggests that the lack of financial benefits could be hampering electric van take up. He says: “In the UK, the main driver for electric car uptake has historically been tax reduction, specifically BIK. This is not to say other elements such as CSR and carbon reduction have not also been factors in the decision making process. But with LCVs, it isn’t as clear cut. The main driver for electric-LCV up take is legislation, and this presents different challenges to those faced by car fleet drivers/managers as there isn’t a specific economical driver helping early adoption.”

There are also charging considerations to bear in mind, such as whether the driver is expected to charge at home, as well as how they will be reimbursed. Plus buying or leasing electric products can be more expensive than comparable ICE product so the initial outlay can make the cost benefit for the customer more complex too, despite potential running cost benefits.

David Haynes comments: “The reality for LCVs at the moment is that even though more makes and models are becoming available, there are still too few BEV commercial vehicles that can achieve long distances on a single charge whilst carrying a full load, as well as long lead times for delivery. This means that

fleet managers will need a greater focus on route planning and fleet management to factor in charging and downtime within journeys. Organisations will need to better understand their charging requirements, as current on-premise charging facilities may not be adequate to keep a whole fleet running.”

To help with all this, David Haynes says: “Athlon UK have been working with EV specialists, Diode Energy to launch our EVReadyTool which provides insights and support throughout as our customers transition their fleets and company car schemes to EV.”

A challenging timeline

Sharing these thoughts on the challenges caused by high costs, vehicle ranges and charging infrastructure, Simon WestOliver, director of sales at AssetWorks commented: “Electric or hydrogen-powered vehicles often have higher upfront costs compared to diesel counterparts, and operators will need to carefully assess their financial feasibility and consider potential financial incentives or grants.

“Another challenge is the range of alternative fuel vehicles. Commercial operators rely on vehicles with sufficient range to cover long distances, and the current range limitations of some electric or hydrogen-powered trucks may require careful route planning and consideration of charging or refuelling infrastructure along the way. Adequate range and payload capacity are critical factors for ensuring the operational viability of alternative fuel vehicles in commercial settings.”

Furthermore, the availability of public charging infrastructure for heavy goods vehicles (HGVs) is crucial, believes Simon. He

comments: “Commercial operators will need a robust network of charging or refuelling stations that can accommodate the specific needs of HGVs, including high-power charging capabilities. The development and expansion of this infrastructure will require collaboration between the government, charging service providers, and commercial vehicle operators.

“Overall, the government’s timeline for phasing out diesel vehicles poses challenges for commercial vehicle operators as highlighted above. Proactive planning, investment, and collaboration among stakeholders will therefore be crucial to address these challenges and ensure a successful transition to a greener commercial vehicle fleet.”

Preparing for the future

Despite the challenges, there are steps that commercial vehicle operators can take to prepare for a diesel-free future.

Paul Wright from Asset Alliance advises that as a first step, fleets should evaluate their duty cycles and operational requirements to understand the specific needs of the fleet.

“Do this by identify the routes, distances, and usage patterns to determine the optimal range and charging infrastructure requirements for alternative fuel vehicles,” says Paul.

Doing your research is also important. Paul explains: “Explore different alternative fuel technologies, such as electric, hydrogen, or biofuels to determine the most suitable option for your fleet. Assess the availability, performance, and range capabilities of alternative fuel vehicles to ensure they align with your operational requirements.

“And in terms of financing the move, keep track of government grants, incentives, and funding programs that support the adoption E

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We may be one of the largest and most trusted names in vehicle leasing but we pride ourselves on still being able to offer a very personal service across all aspects of fleet leasing and management. From consultation and planning to financial and day-to-day operational solutions, we bring energy and enthusiasm to all of your mobility challenges.

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 of alternative fuel vehicles. Research and engage with financers and leasing companies that offer favourable financing options.”

If going down the electric vehicle route, it is vital to assess your charging requirements based on the duty cycles and range needs of your fleet. Paul recommends doing this by collaborating with charging infrastructure providers to understand the charging solutions available for your fleet, including depot charging, on-route charging, and overnight charging options. There are other technologies to consider too, at least in the interim period. Paul says: “Investigate retrofit technologies that can help upgrade existing diesel vehicles to reduce emissions and comply with future regulations. Stay updated on advancements in retrofit technologies, such as hybrid conversion kits or emissions reduction systems.”

Collaborating with others in the sector, providing driver training, and embarking on pilot programmes, are other ways that fleets can make steps towards a cleaner fleet. Paul says: “By proactively taking these steps, freight operators can prepare themselves for a diesel-free future, optimise their fleet operations, and contribute to a more sustainable and environmentally friendly transportation industry.”

Gradual is okay

Athlon UK’s David Haynes warns that some fleets can feel overwhelmed by such a major transition. In response, he says that it is okay to take a gradual approach: “Electrification does not need to be an all at once situation; that can become overwhelming and prevent operators from seeing the long term picture. Electrification is a process and needs to be implemented as part of a strategy understanding the current situation and developing a road map for a successful delivery. Take time to understand the current market place as well as the future of electric LCVs, ranges, charging and payloads.

“The biggest challenge to freight operators will be the requirement for infrastructure both on the motorway network but also at their own sites. Charging a battery on a 26 tonne truck is not as simple as putting a fast charge into a passenger car, and nor can they pull up at the service station coffee shop and plug in next to a family car. Now is the time for planning and collaboration. Freight operators understand their requirements better than anyone and need to ensure that they are working with local government to influence and accommodate.

“It is also important to remember some vehicle requirements may never be easily transferable to electric vehicles, so fleet managers need to consider the changes needed to the current fleet to allow for the 2030 target,” David says.

Prepare now

Simon West-Oliver from AssetWorks says there are several steps freight operators can take to prepare for a diesel-free future. “First and foremost, understanding duty cycles is crucial,” Simon urges. “By analysing their specific operational

needs, operators can identify the range, payload capacity, and charging/refuelling requirements of alternative fuel vehicles that align with their transportation tasks. This will help in selecting the most suitable vehicles and technologies for their fleet. Exploring funding options is another essential requirement. Simon says: “Operators should research and leverage available grants, incentives, and financial programs offered by the government or other organisations to support the adoption of low-emission vehicles. These funding opportunities can help alleviate the higher upfront costs associated with purchasing or retrofitting alternative fuel vehicles.

“Additionally, assessing the charging requirements is vital, especially for electric vehicles. Operators should evaluate the charging infrastructure needed to support their fleet, considering factors such as onsite charging stations, high-power charging capabilities for quick turnaround times, and potential collaborations with charging service providers. Developing charging infrastructure plans early on will facilitate a seamless transition to a diesel-free fleet.” Staying updated on emerging technologies, industry regulations and best practice is also essential. Simon says: “Freight operators should actively engage with industry associations, attend conferences, and collaborate with other operators to gain insights and share knowledge. This will enable them to make informed decisions, adapt to evolving market conditions, and embrace the most efficient and sustainable solutions.”

Last mile

The government’s ‘Decarbonising Transport’ strategy says that by 2030, last mile will be

largely decarbonised through new delivery models, supported by accurate data and digital innovations driving greater efficiencies. In that decade, it says that cities will have the logistics solution that best fits them, allowing places to become more people-centred while still delivering goods rapidly and reliably.

Operating in cities and urban centres poses challenges for fleet operators, with traffic, parking, and clean air zones all driving many fleet operators to look at ways to decarbonise and operate more efficiently.

“Last-mile and urban operations often contribute significantly to air pollution and greenhouse gas emissions in densely populated areas,” explains Paul Wright from Asset Alliance. “Decarbonising these operations can help improve air quality and reduce the carbon footprint, leading to a healthier environment.

“Governments and local authorities are implementing stricter regulations and emission standards to combat air pollution. Commercial vehicle operators need to comply with these regulations to avoid penalties and maintain their operations in urban areas.

“What’s more, consumers and businesses increasingly prioritise sustainable practices. By decarbonising their lastmile operations, commercial vehicle operators can enhance their reputation, attract eco-conscious customers, and align with evolving market demands.”

Going electric is one way to eliminate emissions from the last mile. Athlon UK’s David Haynes says: “Many organisations are already using BEV vans for last mile operations, favouring ICE vehicles to haul goods long distance with emission neutral vehicles completing the last few miles. E

Freight operators should actively engage with industry associations, attend conferences, and collaborate with other operators to gain insights and share knowledge. This will enable them to make informed decisions

This is obviously important from a CSR perspective as these last few miles are likely to be through urban and residential areas.

“In addition to organisation’s environmental credentials this could have a direct impact on their total cost of ownership. The current cost to enter the ULEZ (ultra-low emission zone) in London for non-complaint vehicles is £12.50 per day and to enter the Central London Congestion Charge zone it is an additional £15 a day. This could add up to £500 a month per vehicle to make deliveries or collections into this zone.

“The solutions available to last mile operations are constantly changing and evolving with exciting developments happening on a regular basis, with not all solutions fitting all models. Having a growth mind-set and understanding the vehicle choices available to you is key. Could an ebike work, or a cargo bike or automated delivery vehicles? It’s important to challenge the status quo where we can when making decision on the what the future looks like.”

Vehicles for urban environments

Paul Wright from Asset Alliance agrees that electric vehicles are a good way to navigate the issues of last mile deliveries. He says: “Battery-electric vehicles (BEVs) are an increasingly popular solution for urban operations. They produce zero tailpipe emissions, offer quiet operation, and have lower operating costs compared to traditional internal combustion engine vehicles. EVs are suitable for short-distance deliveries and can be charged at depots or through an expanding network of public charging infrastructure.”

“Electric bicycles (e-bikes) and electric

scooters (e-scooters) are gaining traction as efficient and sustainable options for last-mile deliveries. They are particularly suitable for urban environments with limited parking and congested streets. E-bikes and e-scooters offer flexibility, reduce congestion, and emit zero emissions during use. Cargo bicycles and trikes, equipped with cargo boxes or trailers, are suitable for small-scale last-mile deliveries in dense urban areas. They offer zero-emission transport options and can navigate through narrow streets, pedestrian zones, and bike lanes more effectively than larger vehicles.”

Beyond the vehicles, smarter planning can help with greening urban operations. Paul says: “Implementing smart logistics solutions such as route optimisation, load consolidation, and dynamic scheduling can minimise the number of vehicles needed for last-mile deliveries. By optimising delivery routes and combining shipments, operators can reduce mileage, fuel consumption, and emissions.

“Establishing urban logistics hubs or consolidation centres can centralise deliveries in urban areas. This approach reduces the number of individual vehicle trips into city centres by enabling efficient transhipment of goods to smaller, low-emission vehicles for final deliveries.

“Leveraging Intelligent transportation systems (ITS), such as real-time data, traffic management systems, and smart parking solutions, can enhance the efficiency and sustainability of lastmile operations. Operators can optimise delivery routes, reduce idle time, and improve overall fleet management.”

Beyond electric vehicles, Paul encourages fleet operators to examine other alternative fuels such as hydrogen, biofuels, and

natural gas for last-mile operations.

Summing up, Paul says: “Commercial vehicle operators should carefully evaluate the specific requirements of their last-mile and urban operations to determine the most suitable combination of solutions for their fleet. A holistic approach that combines multiple strategies and technologies will be crucial for achieving significant decarbonisation.”

Reducing emissions from towns and cities

As cities become increasingly congested and concerned about air quality, reducing emissions in urban areas becomes a priority. Simon West-Oliver from AssetWorks believes there are several solutions to achieve this goal. Like our other panelists, Simon believes that electric vehicles play a significant role in decarbonising the last mile. He says: “Electric vehicles offer zero-emission operations, reducing both greenhouse gas emissions and local air pollution. Commercial operators can invest in electric vans or trucks for their urban deliveries, taking advantage of the expanding availability of EV models with improved range and payload capacity. Charging infrastructure development in urban areas, including fast-charging stations, is essential to support the widespread adoption of EVs. “Another solution gaining traction is the use of cargo bikes for urban deliveries. Cargo bikes provide a sustainable and agile alternative, particularly for shorter distances and smaller loads. They can navigate through congested areas, offer efficient parking options, and contribute to reduced traffic congestion and emissions. Commercial operators can explore partnerships with logistics companies specialising in cargo bike delivery or consider integrating cargo bikes into their existing fleet.”

Simon adds that delivery hubs and consolidation centres are also effective solutions for decarbonising urban operations. He explains: “By establishing centralised hubs on the outskirts of cities, commercial operators can consolidate goods and complete last-mile deliveries using lowemission vehicles such as electric vans or cargo bikes. Delivery hubs enable the optimisation of routes, reduce the number of individual vehicle trips in densely populated areas, and minimise overall emissions.”

Technology too is important when considering the last mile. Simon says: “Innovative technologies such as route optimisation software and real-time traffic information systems can optimise urban delivery operations. By identifying the most efficient routes, avoiding congestion, and minimising idling time, these technologies help reduce fuel consumption and emissions.”

Another recommendation is to collaborate with stakeholders when implementing decarbonisation solutions for urban operations. “Public-private partnerships, involving local governments, transportation authorities, commercial operators, and logistics providers, can foster the development of infrastructure, incentives, and regulations that support sustainable last-mile delivery initiatives,” comments Simon. E

Smart solutions such as route optimisation, load consolidation, and dynamic scheduling can minimise the number of vehicles needed for last-mile deliveries.

 Finding support

With the challenges discussed, it is important that commercial fleet operators feel supported when it comes to decarbonisation.

To facilitate the transition of commercial fleet operators, especially those operating heavy-duty vehicles, to electric vehicles, several forms of support can be beneficial, says Paul Wright from Asset Alliance. The first is government grants and financial incentives. “These help offset the higher upfront costs associated with purchasing or leasing electric heavy-duty vehicles (HDVs). Providing grants for EVs can encourage fleet operators to make the switch by reducing the initial investment and narrowing the price gap between electric and conventional vehicles,” says Paul.

Another vital area where support is needed is infrastructure development, especially for HGVs. Paul says: “Support should be given for the development of robust charging infrastructure suitable for heavy-duty EVs. Financial assistance or incentives can be provided to businesses and charging infrastructure providers to encourage the installation of charging stations at depots, along major transportation routes, and in urban areas.”

Another way that fleet operators can get support in the switch to zero emission vehicles is through trials and testing programmes. Paul says: “Government-led trials and testing programs can enable commercial fleet operators to assess the feasibility, performance, and operational implications of electric HDVs in realworld scenarios. Funding for pilot projects

and trials can help operators gather data, evaluate charging infrastructure requirements, and address any challenges specific to their operational needs.

“There should also be support for research and development initiatives focused on electric HDVs and how they can accelerate advancements in battery technology, charging infrastructure, and overall vehicle performance. Funding opportunities can foster innovation, encourage collaboration between industry stakeholders and academia, and drive the development of more efficient and cost-effective electric HDV solutions.”

Support should also be provided for training programmes so that fleet operators and their drivers gain the necessary skills and knowledge to operate and maintain electric HDVs effectively. “Offering subsidies or grants for training programs can facilitate the transition and ensure a skilled workforce capable of optimising electric HDV operations,” says Paul.

A smooth transition

Getting support from organisations from within the industry can greatly assist the transition to zero emission vehicles.

David Haynes from Athlon UK says: “As a leasing and mobility company, we have a responsibility to support fleet operators to make the transition. Many organisations are experts in their own field but need our support and guidance when it comes to their vehicles. This support needs to go beyond which specific vehicle to purchase (although that is important).

“At Athlon we have launched our EVReadyTool which looks at the full fleet deployment and factors in data such as typical journey times, routes and durations, where the vehicles are kept and what they are being utilised for to assist fleet managers start their transition. The output of the platform is a comprehensive report that tells the fleet manger not only which drivers or routes are ready for EV but also what potential changes they need to implement (such as additional charge points or home charging solutions). The tool will provide fleet managers with the insight they need to transition the drivers that are ready to make the switch today, and the steps they need to take to prepare those that are not.”

Tailored support

Simon Oliver-West from AssetWorks believes there should be comprehensive support initiatives tailored specifically to the needs of the freight and logistics sector. He say: “Grants for vehicles and infrastructure would greatly assist us in managing the higher upfront costs associated with electric heavy-duty vehicles. Financial incentives can make the transition financially viable and encourage us to invest in cleaner transportation options. Additionally, support for installing charging infrastructure, including high-power charging stations, would alleviate the burden of infrastructure investment.”

Infrastructure development is crucial for us to confidently adopt electric heavy-duty vehicles, believes Simon. “Governments and local authorities should prioritise the establishment of a robust charging network along major transportation routes, at our depots, and in strategic locations for convenient overnight charging. With adequate charging infrastructure, we can ensure uninterrupted operations and optimise our fleet management,” says Simon.

Trials and testing programmes designed specifically for heavy-duty EVs would be immensely valuable, adds Simon. “Participating in such programmes would provide us with the opportunity to evaluate different electric vehicle models, assess their real-world performance, and gather essential data on range, charging times, and operational feasibility. This first-hand experience would help us make informed decisions about adopting electric heavy-duty vehicles,” Simon explains.

“Collaboration and knowledge sharing among fleet operators and relevant stakeholders would create a supportive community. Platforms for exchanging experiences, lessons learned, and best practices would enable us to navigate the transition to electric vehicles more effectively. Additionally, collaborating with charging infrastructure providers can address our specific charging needs and ensure a seamless charging experience,” Simon concludes. L

FURTHER INFORMATION

www.athlon.com

www.assetworks.com

www.assetalliancegroup.co.uk

The biggest challenge to freight operators will be the requirement for charging infrastructure both on the motorway network but also at their own sites. Charging a battery on a 26 tonne truck is not as simple as putting a fast charge into a passenger car

A net-zero future with hydrogen

Hydrogen is expected to play a critical role in the decarbonisation of transport. Clare Jackson, CEO of Hydrogen UK, explains why hydrogen makes a particularly good zero-emission fuel for large and specialist vehicles

Could you explain why hydrogen is a good zero-carbon fuel for transport, especially for larger vehicles?

Hydrogen offers important savings in emissions when used in a fuel cell, not only CO2, but also critical non-CO2 emissions such as NOx. Although electric vehicles can also provide these emissions savings, hydrogen has its advantages. Hydrogen has a high energy density in both gaseous and liquid form. This is advantageous for larger and specialist vehicles, such as buses and heavyduty vehicles, and aviation, where low weight, packaging constraints and range is critical. Hydrogen also has a fast-refuelling time and is comparable to that of the standard combustion vehicle – a benefit that is realised more when it comes to larger vehicles. This point critically has the greatest impact on heavy and freight transport where quick refuelling time and lower weight is needed to ensure goods can be transported efficiently.

Hydrogen UK’s Hydrogen Transport Benchmarking report is calling on the government to publish a ‘Hydrogen in Transport’ strategy. Can you explain what you’d like to see in the strategy, and also, why having a strategy is important?

The publication of a Hydrogen in Transport strategy that cuts across departments will be important in creating alignment, particularly between the Department for Energy Security and Net Zero and the Department for Transport, in related work streams. Policy alignment will ensure

coordination, streamlining efforts and avoid potential conflicts which currently exist today through the RTFO and LCHA. A strategy also provides clear direction from the government and sets priorities including objectives, targets, and timelines which offer certainty to create a favourable market environment, building investor confidence and stimulating the market.

The report also calls for the creation of a minimum viable network of 200, >1 tonne per day capacity, hydrogen refuelling stations by 2030. Can you explain more about what a viable hydrogen refuelling network would look like?

A viable hydrogen refuelling network would offer a well-planned and interconnected system of stations around the country that would effectively support the deployment, adoption and operation of hydrogen-powered vehicles. There are aspects we see as critical to having a viable hydrogen refuelling network in the UK. The network should provide adequate coverage, strategically placed across regions this would help to address range anxiety concerns and would promote the widespread adoption of hydrogen vehicles.

Scalability and flexibility is also important. The network should be designed to allow for future growth and expansion as the market develops and should be able to be flexible to changes in demand.

There also needs to be standardisation of equipment, protocols, accessibility and safety procedures to enable vehicles from different manufacturers to refuel at any station within

the network. This was a key issue with the EV refuelling infrastructure roll-out. Hydrogen refuelling stations should offer fast and efficient refuelling experiences, comparable to conventional gasoline or diesel refuelling times to ensure customer experience is important. Technological advancements, such as high-pressure refuelling, can contribute to faster refuelling speeds (under 15 minutes) and maintaining a reliable system is crucial to building trust among vehicle owners and fleet operators, ensuring they can rely on a network for daily operations. Learning from the experience of electric vehicle (EV) charging infrastructure rollouts is critical. It can help identify best practices, avoid potential pitfalls, and streamline the deployment of hydrogen refuelling infrastructure. Lessons can be learned regarding the timing and pace of infrastructure development, an issue that still needs to be addressed to reach government targets.

You also call for the rollout of more hydrogen ecosystems like the Tees Valley project. Could you explain why this approach is important?

A hydrogen ecosystem is an integrated network of infrastructure, technologies, and stakeholders that support the development, distribution, storage, and utilisation of hydrogen as an energy carrier. It encompasses various elements such as hydrogen production facilities, storage systems, transportation infrastructure, fuelling stations, and end-use applications. Developing these elements individually presents challenges around supply and demand, whereas an ecosystem creates an integrated growth model for hydrogen in a region, as each element supports and enables the other to grow. Industrial clusters are good candidates for hydrogen ecosystems as they tend to aggregate various hydrogen demand segments like heavy industry, transport and power.

What could the government do to support hydrogen, and how can businesses be incentivised to adopt the fuel?

The government can support hydrogen adoption by providing financial incentives, establishing supportive regulatory and mandatory obligation frameworks, fostering public-private partnerships, supporting demonstration projects, encouraging industry collaboration, creating market demand and also implementing carbon penalties. Europe has already committed that hydrogen refuelling stations should be installed every 200 kilometres along main routes by 2031. It is these types of measures which can incentivise businesses to invest in and adopt hydrogen technologies with confidence, driving the decarbonisation of the transport sector and contributing to a sustainable and low-carbon future. L

www.hydrogen-uk.org

Securing vans from break-ins and theft

Figures show a rise in both van theft and tool theft, causing both operational and financial disruption to van drivers and businesses. So what can be done to secure vans?

In 2022, there were 35,098 incidents of tool theft reported to police forces – a 13 per cent increase from 2021, according to analysis of police data by Direct Line business insurance. In fact, it shows that tools were stolen every 15 minutes in 2022 across England, Wales and Northern Ireland. Tool theft can be very harmful for tradespeople as it prevents them from being able to do their jobs, losing them money from lost work and by having to replace tools. Additional research from Direct Line business insurance found that the average value of

tradespeople’s tools that had been taken from their vehicle was £3,425. This equates to a combined loss of £66 million, from the 19,147 cases of tool theft from vehicles in 2022.

Alison Traboulsi, product manager at Direct Line business insurance commented: “The rising frequency of tool theft up and down the country is alarming. Our research shows that over half of all tool thefts occurred from a vehicle, highlighting the importance of keeping tools secure, as well as having the correct insurance in place if theft does occur. Tool theft is hugely disruptive for hardworking

tradespeople who rely on their tools for their livelihoods, so it’s vital that they do all they can to help protect themselves.”

Other research from Hertz Tools, using data from the Metropolitan Police, shows that there were 34,712 tools stolen in London alone from January 2021 to October 2022. That’s a 62 per cent increase from January 2019 to December 2020.

Preventing tool theft

So how can theft from vehicles be prevented? The first, and most obvious answer, is to refrain from leaving tools in vans overnight, albeit inconvenient. Consideration as to where you park your van can help deter thieves. A well-lit E

aReversing van and parking it close to a wall makes it harder to access the rear doors, which is an simple deterrent from criminals

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 area, close to other vehicles will help, as will parking in a carpark with CCTV. When parking at home, install security devices, such as cameras and alarms, and make sure these measures are visible and signposted.

An easy way to deter potential criminals is to reverse into your driveway and park it close to a wall as this makes it harder to access the rear doors. And it goes without saying that vans must be locked, and double checked. There are also secure storage solutions that tradespeople can use, such as a tool cabinet with a secure locking system and other security design features. For really extra protection, a vault or safe could be installed which is opened by lock code or key and can be fitted with alarm systems.

Tradespeople could also hide tools and equipment out of sight, such as under the boot floor.

Upgrade locks and alarms

Consideration should be given to the type of locks a van has. There are two main types of van security locks – a slamlock and a deadlock.

Slamlocks lock the van as soon as you slam the doors shut, which is convenient but does pose the risk that you could accidentally lock your keys in the van. Slamlocks are a good option for delivery drivers how make short and frequent stops as they could stop opportunist thieves.

Deadlocks are separate to a van’s internal locks and you lock them manually. They’re difficult to force open and are a good option is a van is unattended for long periods of time. To make them even more secure, you could also add steel plates around the locks to stop thieves drilling around the lock to break in.

If your van does not have its own alarm, you can get one fitted by a professional. It’s

Services

per cent

worth getting a Thatcham Approved alarm. Thatcham Research is a ‘not for profit’ insurer funded research centre, and provides a holistic view of the benefits or shortcomings of new and current vehicle technologies. It is also worth checking if your insurance policy covers tool theft. Specific tool insurance can cover the cost of replacing damage to your tools, whether that’s from theft or an accident.

Van theft

Analysis of statistics released from the Office of National Statistics (ONS) by AA Insurance Services show a substantial hike in vehicle theft, which increased by 24.9 per cent in 2022 compared to the previous year. Similarly, theft from vehicles rose by 9.9 per cent and residential burglary increased by 2.9 per cent.

Across England in Wales in 2021, 104,435 had their vehicles stolen compared to 130,389 last year. For the same period (2022) 212,900 people had items stolen out of their vehicle compared to 193,647 the year before. Devon and Cornwall Police were unable to supply figures to the ONS, so the true figure is likely to be higher.

Thieves are using a variety of hi-tech methods – such as relay theft, key cloning and signal blocking – to steal vans.

AA Insurance Services advises using visible deterrents such as a steering wheel lock, to keep thieves at bay as these can’t be overcome by these more modern methods of van crime.

Gus Park, managing director for AA Insurance Services, said: “Unfortunately, there is no one thing that can guarantee keeping your car safe from theft, but just making it a bit harder for the thieves can make it less likely that they’ll go for your car. Don’t give miscreants an easy win, make them think about finding an easier target than your pride and joy.” L

Plans for a new truck safety rating scheme unveiled

Euro NCAP has announced that it will launch a new Truck Safe City and Highway rating scheme, which will provide detailed information about the safety of heavy trucks. The new Truck Safe rating scheme will enable all stakeholders in the freight industry to identify and assess the safety level of equipment in their heavy truck fleets.

“Advanced Driver Assistance technologies are now standard on most European cars, and they are contributing to more than a 40 per cent reduction in some crashes. Heavy trucks have the very same crashes but don’t have this technology fitted, leading to a disproportionate number of casualties in crashes involving heavy vehicles,” said Matthew Avery, chief research strategy officer, Thatcham Research.

Michiel van Ratingen, secretarygeneral Euro NCAP, said: “By examining safety levels of heavy and commercial trucks and improving their safety, I believe that we can end traffic-related fatalities and help many European countries to achieve their ‘Vision Zero’ target in road casualties.

“A truck safety label can incentivise good performance, allow optimisation of operational safety and cost, and will accelerate regulatory efforts to improve truck safety. European roads will hence become safer. We are actively seeking new members that can invest resources and their knowledge to help us make this scheme the success that society needs it to be. This marks the beginning of a new, challenging, and exciting journey for Euro NCAP, its members and those who wish to join us in the future.”

Analysis of statistics from the Office of National Statistics by AA Insurance

show a substantial hike in vehicle theft, which increased by 24.9 per cent in 2022 compared to the previous year. Similarly, theft from vehicles rose by 9.9

How the drone industry can decarbonise key sectors

Drones can help decarbonise high-emitting industries, such as transport, construction, agriculture and energy, supporting global efforts to achieve net zero targets.

Victor Basta, CEO of DAI Magister,

The global drone market is experiencing explosive growth driven by technological advances and rising commercial demand. It’s projected that by 2030, the worldwide shipments of commercial drones will reach 9.6 million, with the United Kingdom alone expected to deploy as many as 900,000 drones. Commercial applications now represent the fastest-growing opportunity within the drone industry, offering a large total addressable market estimated at $127bn. Among the sectors that stand to benefit the most are construction, agriculture, and energy, where the total addressable value of drone solutions is $45bn, $32bn, and $6bn, respectively. Drones provide extensive applications across these sectors that impart substantial economic advantages. They can also help decarbonise these high-emitting industries, supporting global efforts to achieve net zero targets. Apart from this, the emergence of new use cases can unlock valuable new market opportunities and revenue streams.

Energy

With their exceptional manoeuvrability, remote data gathering capabilities, and ability to autonomously execute tasks, drones are a powerful tool for improving operations

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and enhancing the efficiency of energy grids. Drone inspections of power lines cut inspection costs by anywhere from 28-55 per cent compared to helicopters, while solar farm and wind turbine inspection costs can be lowered by 50 per cent and 70 per cent, respectively. Analysing the data collected from these sorties can detect early signs of faults or damages (e.g., broken wires, corrosion, loose connections, and overgrown vegetation) that lead to energy loss, allowing timely action to prevent more costly future repairs, power outages, and energy loss. At renewable energy infrastructure sites, routine drone inspections of wind turbines can identify defects or problems like corrosion or structural damage that would shorten a turbine’s service life. Rapid identification and early repairs prevent energy losses and reduce capital expenditure on replacement turbines, improving the financial viability of wind energy projects and

making them more attractive to investors. Drones also have the capability to maximise renewable power generation from wind turbines and solar panels. Combining realtime data from monitoring and inspections with LiDAR technology enables the creation of detailed 3D models of these assets, which allows for comprehensive performance assessments and the optimisation of power generation. From an environmental standpoint, drones significantly contribute to reducing carbon emissions. Collecting real time data on energy production, distribution networks, and consumption patterns provides critical insights into resource usage and helps identify inefficiencies, optimising resource management.

Drones equipped with thermal cameras and other advanced sensors can also conduct pipeline inspections and identify heat loss, serving as an early indication of potential leaks. They can meticulously survey

Automated drones can navigate direct routes, bypass multiple stops, avoid traffic congestion and reduce delivery times

oil and gas wells, searching for signs of leaks such as oil sheens on the ground or in water.

Agriculture & reforestation

Although drones have yet to be extensively utilised in the agricultural sector, they hold immense potential as a crucial facilitator of sustainable farming and precision agriculture practices. These practices have the capacity to make a substantial impact by reducing CO2 emissions and empowering farmers to achieve higher yields while minimising resource consumption.

Conventional soil and field analysis and planting methods present significant obstacles rooted in manual labour, inefficiency, trial and error, and a lack of real-time information. Traditionally, farmers have had to manually collect soil samples and inspect fields, which consumes significant time, incurs high costs, and is susceptible to human error. This leads to suboptimal planting decisions and inefficient resource allocation, resulting in diminished crop yields and financial losses. Drones can revolutionise this practice by performing rapid and accurate soil and field analysis that reduces planting costs by 85 per cent and increases uptake rate by 75 per cent.

After planting, drones can collect data on general crop health, measuring crop growth, moisture levels, water stress, and nutrient levels. The gathered data, combined with high-resolution images, can identify areas of the field that need attention and inform decisions when allocating resources (irrigation, fertilisation, and pesticide application). This data can also enhance pest and disease protection, enabling farmers to identify and deliver more precise treatments before crops experience significant damage.

Above and beyond these economic benefits, drones provide an eco-friendly alternative to traditional farming practices that heavily rely on chemicals and machinery consuming fossil fuels and emitting greenhouse gases. Farming operations can significantly reduce carbon footprint by simply replacing such machinery with drones. Moreover, by accurately identifying areas affected by pests or nutrient deficiencies, drones enable farmers to apply pesticides or fertilisers only where necessary, effectively reducing the use of harmful chemicals. While these impacts are significant, it’s perhaps in the area of reforestation where the capability of drones really stands out. Unlike the labour-intensive process of manually replanting trees one by one, drones programmed with precise GPS coordinates can swiftly and efficiently cover expansive land areas, planting multiple seeds simultaneously. This automated process is up to 25 times faster than manual methods while reducing costs by up to 80 per cent.

Construction

Integrating drones into day-to-day construction operations can deliver enhanced efficiencies, reduced costs, and improved project outcomes in an industry plagued by inefficiencies and budget and schedule overruns.

Drones with high-resolution cameras and sensors can rapidly capture aerial imagery and data over construction sites to generate accurate 3D models and topographic maps. This eliminates the need for time-consuming and costly manual inspections and traditional surveying. With the ability to gather and share accurate data faster and in real time, construction teams can assess construction progress, identify potential issues, and make informed decisions quicker, leading to shorter project durations and fewer costly delays. More accurate measurements of terrain, structures, and volumes also reduce the risk of human errors and inconsistencies, leading to better planning, resource allocation, and project outcomes. Moreover, the ability to efficiently survey sites and collect data in real time helps optimise energy and water consumption in construction processes, resulting in more precise resource management and less waste throughout the life of a project. Utilising drones for site inspections and material transportation in place of regular vehicles also enables site operators to lower carbon monoxide, nitrogen oxide, and particulate matter emissions.

Transport & deliveries

The value of drones extends well beyond current applications. Innovative new use cases can unlock new market opportunities and revenue streams. For example, automated drones can reduce transportation and human costs and increase the efficiency of point-to-point delivery.

Automated drones can navigate direct routes, bypassing multiple stops and intermediaries, avoiding traffic congestion and reducing delivery times. This increased efficiency allows for the completion of more deliveries in less time and substantial cost savings associated with transportation, resulting in improved productivity and higher revenue generation. Replacing or supplementing conventional transportation methods with battery-powered drones will also result in fewer delivery vehicles on the road, especially during peak hours, helping to reduce carbon emissions and air pollution associated with these vehicles and overall traffic congestion.

Commercial drones take flight

While drones have been around for a relatively long time, their transformative potential within the commercial realm is only now being realised. In the United Kingdom alone, the deployment of almost 1 million drones is expected to contribute an estimated £45bn to the economy by 2030, with potential net cost savings estimated at £22bn. This will result in a reduction of 2.4 million tons of carbon emissions. Looking ahead, as businesses increasingly adopt drones for day-to-day operations and new use cases unlock new market opportunities and revenue streams, the commercial drone industry holds tremendous potential for both businesses and investors. L

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Drones

Replacing or supplementing conventional transportation methods with batterypowered drones will also result in fewer delivery vehicles on the road, especially during peak hours, helping to reduce carbon emissions and air pollution associated with these vehicles and overall traffic congestion.

Royal Mail trials Skyport drone for deliveries to remote islands

Hydrogen’s role in decarbonising transport

To meet the 2050 net-zero target, a combination of all existing alternative fuels, and possibly even new ones, will be necessary to decarbonise transport. But which solution is the most appropriate for which industry? Robin Futcher, managing director of Commercial Fuel Solutions, shares some insight

Presently, there is a lot of conjecture throughout industry with regards to which technology will prevail in the race to decarbonise transport. Some will argue that electrification is the way to go. Whereas others fervently insist that CNG or hydrogen is the most appropriate solution. And many are in support of the application of biofuels, like HVO (Hydrotreated Vegetable Oil) and DME (Dimethyl ether) as intermediate solutions until new zero tail pipe drive train technology reaches maturity.

The fact is, that in order to meet the 2050 target of Net Zero, a combination of all these existing, and possibly even new, technologies will be necessary. But which solution is the most appropriate for which industry? Firstly, let’s take a quick look at electrification.

Range anxiety

Range anxiety is a term that most of you will be familiar with, but it’s important to realise that the majority of discussion on this topic originates from regions other than the UK.

Is it possible that a large part of the stigma regarding range anxiety is driven by the US? When you look at the average mileage a citizen in America drives, its radically different to that here in the UK.

To put that into perspective; the USA has a coverage of approximately 3,797,000,000 miles whereas the UK has an area of 94,058 miles. This probably explains why passenger cars in the US have an average annual mileage of 14,250 miles, almost double that of the UK’s average of 7,400 miles.

EV passenger cars typically have a range spanning from 320 to 460 miles. So when you consider the average UK car journey is only 8.4 miles, meaning that here in the UK, an electric car does indeed seem like a viable option.

Where is electrification not practical?

It’s not practical to fit a tractor or excavator with two tonnes of batteries, not when it is intended

to operate on a farm or construction site, as it will simply sink into the ground. HGVs are not always best suited to electric drive trains either, specifically those with heavy payloads or projected range requirements that exceed the current capabilities of electrification. The list of vehicles where electrification is not necessarily an option is extensive, most of these vehicles operate within the Transport and NRMM sectors. Everything from 44T HGV’s, refuse trucks, cranes, cement mixers, emergency response vehicles. The list is extensive.

How does hydrogen address these requirements?

After cars and vans, HGVs are the largest contributor to domestic transport emissions, and account for approximately 19 per cent of the UK’s total CO2 transport emissions, making it imperative that heavy goods transport is decarbonised efficiently. The decarbonisation of HGVs poses more of a challenge than cars. Due to their heavier weight, they need significantly more power. And many HGVs travel long distances, making frequent recharging impractical. Hydrogen drive train technology offers both increased range and quicker refuelling times than electric vehicles, but currently faces limitations with regards to accessible refuelling infrastructure.

Accessible hydrogen within the UK

It’s worth pointing out that most of the proposed hydrogen powered heavy goods vehicles and offroad machines are not going to reach the UK’s roads until 2027. Allowing time for infrastructure to grow, However, when they do, they will need to be refuelled in an efficient manner.

If you keep up with industry headlines, you’ll have probably heard that recently the UK’s hydrogen refuelling infrastructure has taken a hit. With the number of publicly accessible HRS (hydrogen refilling stations) dropping from 15 to 11. Although, if we take

a look at current statistics, the situation might not seem as drastic as initially thought. When we compare the figures of hydrogen filling stations to the existing petroleum fuelling infrastructure, the figures identify an interesting statistic.

Currently there are 8,400 publicly accessible filling stations in the UK that service the 40 million+ cars and vans on the UK’s roads, this is an average of 4,166 cars / 581 vans per filling station.

When we compare that to hydrogen, despite that there are only 11 hydrogen filling stations at present, there are approximately only 500 cars, giving an average of 33 cars per filling station. In fact, even if you increased the number of hydrogen cars by 10^3 the numbers are still comparable.

Not withstanding this, there would still be some distance to travel to a nearby hydrogen filling station.

The Solution

This is why, Commercial Fuel Solutions Limited have developed a mobile hydrogen filling station, which can be used to mobilise hydrogen between locations. The solution is suitable for both transport and construction applications, and can be demounted from its trailer to provide a static storage and refuelling system.

Benefitting from full Category 2, Zone 1 rated Ex-architecture, the system delivers the confidence fleet operators require when using hydrogen to decarbonise their fleets. L

About the Author:

Robin Futcher is managing director of Commercial Fuel Solutions Limited.

Robin is an accomplished engineer with a wealth of experience spanning over 26 years, and has worked on a diverse range of refuelling projects, from developing equipment for the British Antarctic Survey intended for use in sub-zero temperatures, to providing systems for leading Formula 1 teams.

Robin also has extensive expertise in developing regulatory guidance and currently serves on numerous technical committees for gaseous hydrogen fuelling, including BSI, British Standards Institute and ISO, the International Organisation for Standardisation

A display of truck and van innovation

The 2023 Commercial Vehicle Show demonstrated the massive green transformation occurring in the van and truck sector

From 2035, all new HGVs weighing under 26 tonnes sold in the UK must be zero emission – the same date as for the car and van sectors, despite the EV truck market being two decades behind that of passenger cars. The remaining heavier vehicles must be completely decarbonised five years later, but the initial deadline leaves many operators with just one full eight-year cycle of fleet renewal to make the transition.

However, analysis from the Society of Motor Manufacturers and Traders (SMMT) showed that Britain’s strategic road network does not have a single HGV-dedicated electric charging or hydrogen filling point.

The Commercial Vehicle Show 2023 took place against a backdrop of urgent calls to the government to remedy this and create a strategy to drive uptake of zero emission trucks.

And while there was a massive display of electric van and truck innovation at the Commercial Vehicle Show, there is still much more to do to give operators the confidence to invest.

Mike Hawes, chief executive of the SMMT said: “The question now is how we decarbonise a fleet that is still more than

99.4 per cent diesel powered, and on a broadly similar timeline to cars and vans, with an initial end of sale date looming in 2035. The CV Show provided the perfect platform for manufacturers and operators to discuss this mammoth challenge, and also for the launch of a range of new, cuttingedge electric and hydrogen models.”

Here’s a look at some of the latest innovation at the CV Show.

Electric vans

IVECO made its UK debut of the eDaily at the 2023 Commercial Vehicle Show, which has a 248 miles range and allows for rapid charging of up to 80kW. The eDaily pioneers a modular battery concept, with customers able to specify their vehicle with one, two, or three 37kWh units. This allows operators to tailor their eDaily to its specific mission, balancing range with payload and journey patterns. Should the vehicle’s role change or subsequent owners need a different specification, IVECO dealers can add or remove batteries in as little as two hours.

Other benefits of the van include 3.5-tonne towing capacity, a truck-based chassis that

carries 4.6-tonnes of payload and cargo volume of up to 19.6 cubic metres.

MAXUS unveiled its newest all-electric commercial offering – the eDELIVER 7, which bridges the gap between MAXUS’ current eLCV offerings of the smaller eDELIVER 3 and bigger eDELIVER 9.

The eDELIVER 7 has a range of 226 miles (WLTP combined) on a single charge (88kWh battery), and is available in three size configurations, with a payload of up to 1200kg. The eDELIVER 7 features a 150kW /330Nm high power, low energy motor with an acceleration time of 0-100km in 11 seconds. Speaking at the launch of the eDELIVER 7, Mark Barrett, director of Harris MAXUS said: “The 2023 show marks our fourth vehicle launch at the NEC Birmingham, and our sixth EV vehicle launch in just seven years. In that time, we have positioned ourselves as a market leader when it comes to electric vehicles and the eDELIVER 7 builds on our EV range, securing our position in this regard.

“Our electric vans have proven popular with businesses in the delivery, pharma and grocery/retail sectors, as well as being the number one choice for many local councils that are looking to switch to electric. Our latest addition is pitched at those who need more payload capacity than the eDELIVER 3, but who may not need the full-size capabilities of our eDELIVER 9.”

MAXUS offered visitors a pure EV experience at the CV Show for the third consecutive year, with 12 zero emission vehicles on the stand. These included the eDELIVER 3 and eDELIVER 9 cabin van and chassis variants and an eDELIVER 9 minibus, MIFA 9 MPV and the T90EV on-road pickup truck.

Visitors to Nissan’s stand saw the new electric Townstar which has an electric powertrain E

 that has been optimised with intelligent energy management and battery thermal cooling technology. This advanced system delivers a range of 183 miles WLTP Combined (or up to 269 miles on the City Cycle). The Townstar EV’s 45kWh battery offers both AC charging (11 kW or 22 kW) or DC CCS quick charging, the latter of which enables users to charge the battery from 15 per cent to 80 per cent in around 37 minutes.

Watt Electric Vehicle Company (WEVC) revealed its light electric van prototype at the show, codenamed WATT eCV1. It enables a wide range of electric commercial vehicle designs, facilitating mission-specific models which meet customers’ particular fleet requirements.

The first of multiple commercial vehicle offerings to come from WEVC, the eCV1 uses the company’s breakthrough, proprietary PACES architecture, a sophisticated yet costeffective modular electric vehicle platform. Developed to support commercial vehicle manufacturers, specialist vehicle converters and fleet operators in the transition to an electric future, PACES complies with ISO regulations and exceeds stringent European Small Series Type Approval safety standards.

It’s ’cell-to-chassis’ system means batteries are integrated to the primary structure (rather than having a separate battery pack), optimising stiffness, minimising weight, and maximising payload. As a result, the clean sheet design means the eCV1 has none of the structural, weight and packaging compromises inherent in most electric LCV designs, many of which having been converted from ICE drivetrains and which are further constrained by traditional high volume manufacturing processes.

The WEVC eCV1 prototype has a kerbweight from just 1750kg, delivering class leading payload and range in the 3.5t and 4.25t segments.

Greener trucks

The all-electric Nikola Tre BEV was seen for the first time in the UK on the IVECO stand at this year’s Commercial Vehicle Show.

The Nikola Tre BEV 4x2 has a 738kWh battery pack, consisting of nine modular 82kWh batteries, which powers its unique FPT Industrial e-Axle, producing 645 HP and 1,800Nm of instant torque.

The vehicle is capable of rapid charging at 350kW, achieving 10-90 per cent battery capacity in just 100 minutes, and a full charge gives this truck a range of up to 330 miles.

Hydrogen Vehicle Systems (HVS) used the Commercial Vehicle Show to lay out its plans to disrupt the haulage industry, showcasing its 40-tonne HGV technology demonstrator.

In addition to funding from the Advanced Propulsion Centre, Innovate UK, Scottish Enterprise and Energy Technology Partnership, HVS’ strategic investment partner is the service station and grocery corporation, EG Group, offering hydrogen refuelling infrastructure, fleet customer base and the potential for global scalability.

Jawad Khursheed, CEO of HVS said: “We are delighted to reveal our 40-tonne HGV at the Commercial Vehicle Show. This technology demonstrator showcases our ground-breaking hydrogen-electric commercial vehicle design and advanced powertrain technology. Our zero-emission trucks are a key part of decarbonising the logistics sector. Hydrogen is the perfect fuel for the haulage industry, offering long ranges and quick refuelling thanks to stations being easily integrated into existing key transport networks.”

HVS’ tractor units will be built on an all-new chassis, designed in-house around the hydrogen powertrain, which consists of pressurised hydrogen cylinders, fuel cells, an energy storage system and electrified rear axle.

HVS’ vehicle powertrain employs a fuel cell system and energy storage system to deploy electricity to an electric motor to transmit power to the wheels. It uses the KERS (Kinetic Energy Recovery System) to recapture energy under braking and while the truck is slowing down.

Typical refuelling time is comparable to diesel, around 20 minutes to replenish the high pressure hydrogen tanks.

Volta Trucks promoted its new 16tonne all-electric Volta Zero vehicle at the Commercial Vehicle Show, which is designed for urban logistics and has an operating pure electric range of 95 to 125 miles. Thanks to the removal of the internal combustion engine, the operator of a Volta Zero sits in a central driving position, with a much lower seat height than a conventional truck.

Renault Trucks was present at the show with its battery electric 18T E-Tech D Wide rigid which is available through the Vertellus EV Discovery programme – a unique opportunity for fleets to test EV products in their operations for a fixed three-month period.

Mercedes-Benz Trucks showcased its battery electric Mercedes-Benz eActros LongHaul long-distance truck, which has a 600 kWh battery capacity and can cover around 310 miles on a single charge. Fuso’s Next Generation eCanter which is tailored to inner city distribution transport, was also on display.

Theatre programme

Complementing the vast range of vehicles, services and components on show was the live theatre programme, covering the future of the industry in the Road Ahead Theatre, and in-depth engineering expertise in the Workshop Theatre, in partnership with Commercial Vehicle Workshop.

Key speakers included Mike Hawes, SMMT’s chief executive, Rod McKenzie, RHA’s Executive director of communications, and Mike Cutts, director of Light Vehicle Business at Iveco, along with sessions covering van crime, driver safety and telematics.

Robin Futcher, managing director, of Commercial Fuel Solutions spoke at the Road Ahead Theatre Programme, delivering insight into the role of hydrogen in future transport. The Workshop Theatre featured a range of expert presentations, including battery technology, driver assistance systems and repair certification. L

FURTHER INFORMATION www.cvshow.com

Transport technology showcased at ITT Hub

ITT Hub 2023 demonstrated the convening power of the commercial transport industry in its quest to reach net zero

ITT Hub 2023, which took place at the Farnborough International Exhibition on 10-11 May, provided a platform for showcasing the latest transport technology, equipment and services in the indoor and outdoor exhibition as well as the opportunity to see first-hand the newly launched vehicles in the market.

Co-located with Logistics UK’s Future Logistics Conference and Cold Chain Hub by TCS&D, ITT Hub guided the transport industry through a challenging ecosystem of future-altering technologies and opportunities that will transform the ever-evolving market and beyond.

On Wednesday 10 May, the Government announced that longer lorries will be introduced to Great Britain’s roads to support its priority to grow the economy, boost productivity and support supply chains, while saving an estimated 70,000 tonnes of carbon dioxide from being released into the atmosphere.

The announcement was followed up on day two of the Future Logistics Conference, where the Minister of State for Decarbonisation & Technology, Jesse Norman MP, gave a ministerial address on the government’s ambitious plans to achieve net zero emissions in the transport sector by 2050.

The minister, who described ITT Hub as a ‘fantastic event with fascinating range of technologies and businesses on show’, touched upon newly announced regulations, priming strategies, and the action-focused roadmap towards a zero-emission future.

Professor, broadcaster and author Jim Al-Khalili also delivered a keynote at the conference on the power of artificial intelligence (AI) and its role in the future of transport.

Additional speakers included deputy director at the Department for Transport, Dr

Bob Moran; senior manager in transport decarbonisation at the National Grid, Russel Fowler; and director of strategy & innovation at Transport for London, Thomas Ableman. Logistics UK also launched its 2023 Electric Vehicle (EV) Report on the second day of its Future Logistics Conference. The report examines the public chargepoint network, power supply availability and fiscal support, as well as servicing, maintenance and repairs, and lessons learned from those that have begun the transition to EVs.

A smarter transportation system

Across the ITT Hub show floor, the dedicated tech talk theatres, Passenger Fleet, Commercial Fleet, Energy Hub by National Grid, and Cold Chain, set the future path for a smarter, more sustainable global transportation system. Pioneering exhibitors showcased their latest technology and solutions, such as Hydrogen Vehicle Systems (HVS) who unveiled its gamechanging hydrogen powertrain in the form of a 40-tonne HGV technology demonstrator. The truck features a unique powertrain and radical cab design, making it the first indigenous UK Hydrogen HGV, designed and built from the ground up. It has a class-leading 370 mile range and can be refuelled in 20 minutes. Solomon Commercials teamed up with Mercedes-Benz Trucks to debut and launch Britain’s first fridge-bodied eActros electric truck. The truck is based on a 4x2 eActros 300. Fitted with three nickel manganese cobalt battery packs, for a total installed capacity of 336kWh, it boasts a range 205 miles and can be

recharged from 20 to 80 per cent in 75 minutes, using a 400A 160kW charger. Watt Electric Vehicle Company (WEVC), showcased its WATT eCV1 which is undergoing a testing programme.

The WATT eCV1 enables a wide range of electric commercial vehicle designs, facilitating mission-specific models which meet customers’ particular fleet requirements.

Collaboration

Carlo Zoccali, venue and show director at Farnborough International and ITT Hub, said: “Over the last two days, we have demonstrated the convening power of the transport technology industry at ITT Hub and the need for the show to be a catalyst between industry, associations, government, and the wider ecosystem to reach Net Zero goals.

“We were proud to welcome multiple representatives from the Department of Transport and organisations such as Transport for London, National Highways, Network Rail and EDF Renewables, to bring the ‘behind closed doors’ conversations to the forefront of the sector. We look forward to building upon this progress in 2024.”

ITT Hub was supported by leading commercial partners, Logistics UK, National Grid and Zenobē and gold sponsor Samsara. Owned and organised by Farnborough International, ITT Hub will return to Farnborough International Exhibition & Conference Centre, 15-16 May 2024. L