Commercial GreenFleet March 2023

ELECTRIC VEHICLES

ELECTRIC TRUCKS

The advancements in electric heavy-goods-vehicles and the barriers to overcome

DRIVING THE SWITCH TO CLEANER COMMERCIAL FLEETS

REFUSE TRUCKS

CARGO BIKES

CV SHOW PREVIEW

HYDROGEN

Image shows Tevva electric truck in development

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4 News

Project to deploy hydrogen refuelling stations and trucks; Hydrogen UK report calls for viable hydrogen network by 2030; and Proposed reforms to HGV driver training rules

9 Electric Vehicle Report: Logistics

Practical, real-world considerations must be reflected in government policies if the logistics sector is to successfully get to net zero, writes Chris Ashley, head of policy for environment & regulation, at the Road Haulage Association (RHA)

14 Electric Vehicle Report: HGVs

With the government aiming to phase out the sale of new fossil fuel HGVs by 2035 – or possibly 2040 for certain vehicles and use cases, the race is on to decarbonise heavy goods vehicles. As such, battery electric trucks are now becoming available from a range of mainstream manufacturers

18 Electric Vehicle Report: Refuse Trucks

Bin collection is, by nature, a dirty task. However, councils around the country have been working on making collections cleaner by using zero-emission electric vehicles

21 Commercial Vehicle Show

The 2023 Commercial Vehicle Show, which takes place at the NEC in Birmingham from 18-20 April, is the place to discover the latest vehicles, components and services that help fleet operators drive business efficiencies and deliver on decarbonisation targets

24 Cargo Bikes

Andrew Brown from the Bicycle Association shares the latest innovation in cargo bikes and cycling logistics, and highlights the challenges that need to be overcome to increase the acceptance and efficiency of this way of working

26 GreenFleet Talks

GreenFleet Ambassador Kate Armitage is joined by Simon West-Oliver, Sales & Business Development Director at AssetWorks, to discuss future proofing your fleet on the road to net zero

27 Hydrogen

A number of routes now exist to using hydrogen, giving fleet operators a zero-carbon fuel while still having the full operational capability of diesel vehicles. Amanda Lyne, Chair of the UK Hydrogen and Fuel Cell Association and managing director of ULEMCo, shares some recent innovations

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HYDROGEN

Project to deploy hydrogen refuelling stations and trucks

The H2Accelerate collaboration has secured funding for the deployment of eight refuelling stations for heavy-duty vehicles and the testing of 150 fuel cell trucks.

These projects will enable trucks and refuelling equipment to be tested under real-world conditions, and are expected to be a crucial step towards the mass commercialisation of the technology.

The project, which involves Daimler Truck, Volvo Group, and Iveco Group, will see the deployment of 150 fuel cell trucks across Europe by the mid-to-late 2020s, allowing development of the technology towards series

LOW CARBON FUELS

manufacturing of the vehicles in the second half of the decade. The trucks to be deployed in the first stage are expected to be either 4x2 or 6x2, with up to 44 tonne capacity and long ranges of at least 600km.

The €30M funding from the Clean Hydrogen Partnership will enable the coordinated roll-out of heavy-duty, zero-emission vehicles fuelled by green hydrogen. The trucks will be deployed with customers of the OEMs and tested in real world conditions over several years. Results from the project will be used to set the scene for large scale fuel cell truck deployment in the coming years.

H2Accelerate Inaugural Station Deployment will support hydrogen trucks with a preliminary network of eight high-capacity, high reliability hydrogen refuelling stations. Each station will have higher capacity (>1 tonne/day) than any public stations currently in operation and aim for ultra-high levels of availability through the use of N+1 redundancy in station design. Stations will be positioned along key TEN-T transport corridors, allowing easy access for truck end users driving on major highways.

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Logistics UK calls for low carbon fuels strategy

Smith MP, the business group highlighted the need for a low carbon fuel strategy if decarbonisation targets are to be met.

Kate Jennings, director of policy at Logistics UK, comments: “The logistics industry is fully committed to the UK government’s decarbonisation targets and is looking to work productively with government to ensure the plans are achieved. During the roundtable meeting, members from all modes of transport highlighted the need for a low carbon fuels (LCFs) strategy to enable the sector to meet the phase out dates for traditional vehicle fuels and technologies.

“At the meeting, members urged government to publish a long-term plan for utilising LCFs across transport modes. This should be evidence-based and look beyond tailpipe emissions to the carbon emissions impact of the whole fuel lifecycle. It is also vital that it is backed by investment in infrastructure, research and development and a clear regulatory framework.”

Logistics UK is calling for a long-term plan for using low carbon fuels (LCFs) across transport modes in order to meet decarbonisation targets.

Speaking following a parliamentary roundtable on LCFs, chaired on 7 March 2023 by Transport Committee member Greg

“To date, LCFs have received significantly less attention in policy and political debate than electric vehicles. However, current battery technology is not widely available in every type of logistics vehicle, and LCFs can provide a viable option for reducing carbon emissions by up to 80 per cent with immediate effect, without significant vehicle modifications needed. With several LCF options available, it is now vital that the government works with the sector to agree the way forward, so businesses can invest in decarbonisation in confidence.

Speaking at the event, Greg Smith MP commented: “Decarbonisation goals will only be met across the logistics sector if there is a more open-minded approach to both transitionary fuels and long-term fuels for the future. Battery electric is not a suitable alternative for many heavy applications and the sector needs certainty from government that the innovative approaches they are taking will meet with regulatory approval, and the infrastructure to support them. The session in Parliament was extremely useful to hear all voices around the table and listen to everyone’s priority, from road, rail, air, sea and inland waterways.”

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ELECTRIC TRUCKS

Tevva 7.5t electric truck now eligible for UK plug-in truck grant

HYDROGEN

Hydrogen UK report calls for viable hydrogen network by 2030

A new industry report calls for a coordinated, national hydrogen transport strategy to support the UK’s decarbonisation and path to net zero.

The Hydrogen Transport Benchmarking report, undertaken by Hydrogen UK and its members, makes three key recommendations to government to ensure the successful implementation of hydrogen within the UK transport sector.

British electric vehicle manufacturer Tevva has secured government plug-in truck grant eligibility for its 7.5t battery-electric truck, giving fleets a potential £16,000 discount.

To be eligible for the grant, trucks that weigh between 5-12 tonnes must have a CO2 emissions figure of at least 50 per cent less than the conventional equivalent vehicle that can carry the same capacity and can travel at least 60 miles without any tailpipe emissions at all. Tevva’s 7.5t battery-electric truck offers up to 140 miles from its 105kWh battery on a single charge, and is ideal for last-mile and urban delivery fleets.

The Tevva 7.5t battery-electric truck is the only vehicle from a British manufacturer to qualify for the PITrG, and becomes only the third eligible truck to be listed on the government website. The grant pays for 20 per cent of the purchase price, up to a maximum of £16,000, reducing Tevva 7.5t batteryelectric truck total cost of ownership (TCO).

This news follows another significant company milestone in January, when Tevva secured European Community Whole Vehicle Type Approval (ECWVTA) for its 7.5t batteryelectric truck. This meant that Tevva could start producing and selling in volume across the UK and Europe and represented the key regulatory step in the development and commercialisation of the Tevva business.

Tevva founder and CEO Asher Bennett said: “We know first-hand that demand for electric trucks is growing at speed, as we have been inundated with requests for our 7.5t battery-electric truck since going into full production last month. Now we are able to offer UK organisations a noticeable discount, thanks to the government grant, which will surely make zero emission trucking even more appealing to fleets.”

Tevva’s 7.5t battery-electric truck will be followed by a 7.5t hydrogen-electric truck, which benefits from a hydrogen range-extender that enhances vehicle range to up to 354 miles (570 km). The hydrogen-electric truck recently completed a 620-mile ‘border run’ between Tevva’s London HQ and the Scottish border at Berwick-on-Tweed - England’s most northernmost town. The return journey saw the truck cover almost 350 miles alone, without needing a single stop for recharging.

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The first is to publish a Hydrogen in Transport strategy cutting across all modes of transport enabling synergies to be identified and built upon.

The second is to establish a minimum viable network of 200, >1 tonne per day capacity, hydrogen refuelling stations by 2030.

And the third is to ensure the rollout of more hydrogen ecosystems like the Tees Valley project which attempt to aggregate various hydrogen demands to de-risk supply investment.

The report presents a high-level overview of the UK’s current global position, benchmarking our hydrogen transport deployment and hydrogen related transport policies against other international economies. It is intended to act as a springboard for further analysis and spark debate with key Government and industry stakeholders.

Throughout 2023, the Hydrogen UK Transport Working Group will be exploring various topics, including helping shape policy in areas where hydrogen is an emerging and promising transport solution (construction equipment, aviation, maritime and commercial vehicles).

Announcing the report’s publication, Hydrogen UK’s CEO Clare Jackson said: “We’re at an

REFRIGERATED TRUCKS

exciting juncture in the deployment of hydrogen as an essential component in the UK’s path to Net Zero. We know that hydrogen has a critical role to play in the decarbonisation of transport and this report highlights the importance of implementing a national hydrogen transport strategy. The UK Government and hydrogen industry must respond to ensure that we capitalise on the opportunities presented by this critical resource, which will help to drive the decarbonisation of our transport sector.”

Allan Rushforth, chief commercial officer at First Hydrogen, said: “It’s valuable that Hydrogen UK has gathered input from industry participants who are on the operational front-line and can provide an accurate view of the challenges and opportunities hydrogen adoption presents. The UK urgently needs to develop a national Hydrogen Transport strategy if it wants to deliver the opportunities of job creation and economic growth that the sector offers. Successful deployment requires coordination between transport networks and energy production, together with a combination of H2 refuelling on trunk roads and at zero emission fleet depots. Without this, hydrogen ecosystems such as Tees Valley and urban Ultra Low Emission Zones will not deliver the potential boost to regional and national growth, or indeed net zero target achievement, that can be achieved with greater engagement from Government.”

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Ocado refrigerated trucks now powered by solar

to power trailer fridges, at one point looking at developing our own solution. On learning of Titan and the success of other customer trials, it seemed like a viable add on solution, supplied and supported by a known partner.”

Ocado Logistics has now added the Titan system to its refrigerated trailer fleet, which uses stored power from solar panels to power its refrigeration unit.

The Titan system from Marshall Fleet Solutions is fitted to a 4.98m high double deck trailer, combined with an Advancer A400 refrigeration unit. Titan uses power produced from lightweight, high powered solar panels and stores the electrical energy in long life lightweight lithium batteries to provide powered to the refrigeration unit.

“As part of our Ocado’s commitment to sustainability we have a goal to bring our operations to net zero by 2035,” says Graham Thomas, fleet operations manager – Truck.

“With a fleet including 300 trailers of which 245 are temperature controlled, for some time we have been looking towards alternative solutions

Graham continues: “Because of the nature of our trunking operation and the temperature regimes we use, there is in theory no reason why diesel can’t be eliminated completely and Titan has the potential to be a key contributor to this goal. In preparation we’re building all our future trailers to be capable of taking Titan as a retrofit.”

Mark Howell, managing director of Marshall Fleet Solutions said: “It’s so pleasing to see how the partnership between our two companies is continuing to grow and to see Ocado take a leading position by incorporating Titan into its double deck fleet this year.

“The successful use of solar powered refrigerated trailers within the Ocado operation will have a significantly positive impact towards delivering their sustainability goals and we are delighted to be part of their journey to Net Zero.”

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DRIVER TRAINING

Proposed reforms to HGV driver training rules

flexibility and extended length of training among the main barriers to progress.

Safety is at the heart of the proposals, as the new periodic test will be delivered by the Driver and Vehicle Standards Agency (DVSA) and will continue to meet existing training standards to ensure that UK’s roads remain among the safest in Europe.

The government has proposed reforms to driver training rules for lorry, bus, coach, and minibus drivers.

The new consultation proposes reforms to the Driver Certificate of Professional Competence (DCPC), a professional qualification originally introduced by the EU that lorry, bus, coach, and minibus drivers are required to hold in addition to their driving licence.

Following Brexit, the government is exploring how to best improve DCPC to increase flexibility and choice for drivers and support the industry in retaining and recruiting staff.

The key changes include more flexibility with e-learning and a shorter

ELECTRIC TRUCKS

‘new periodic test’ which could save employees time and companies up to £460 per test in early estimates.

Reforms to training as well as the new cheaper and shorter periodic test will offer an accelerated route for former drivers to return to the sector more easily.

DCPC is currently obtained by passing four tests and renewed by completing 35 hours of training every five years, which can cost up to £500 for each individual training.

While supportive of DCPC in principle, the industry has raised concerns that in its current form the qualification is making it more difficult to retain and attract drivers to the sector, with high costs, poor

Road Haulage Association managing director, Richard Smith, said: “We welcome the news that DfT is consulting on proposed DCPC reform to offer more choice and flexibility for drivers. This is a key priority for us as we continue to look for ways to tackle skills shortages in the transport sector. We look forward to reflecting our members’ views in the weeks ahead.”

If implemented, reforms will establish a National DCPC for use in Great Britain and potentially Northern Ireland. The existing regime, the International DCPC, will remain for travel to, from or within the EU and will continue to be recognised for journeys within the UK.

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Foodservice supplier Brakes adds DAF LF Electric truck to fleet

Foodservice supplier Brakes will be adding its first zero-emissions DAF LF Electric to its fleet, for multi-temperature operations at the company’s depot in Reading.

The DAF LF Electric, which was designed and built in Britain at Leyland Trucks in Lancashire, goes into service in the coming weeks and signals Brakes’ intention to begin a programmed move to a low-carbon fleet with electrification as the primary drive system.

Despite the extra weight of the battery pack, and with its 19-tonne GVW, the DAFSolomon- Frigoblock partnership has worked closely to ensure the vehicle delivers an approximate 8.0-tonne payload potential, matching the figure achieved by Brakes with its current 18-tonne GVW dieselpowered DAF LF 260 fleet. The new DAF LF Electric is part of a range of fully-electric, zero-emissions trucks from the UK marketleading DAF Trucks, and joins its larger New Generation DAF XD Electric and XF Electric stablemates – available for UK operators in 4x2 tractor and 4x2 and 6x2 rigid variants.

Brakes’ new DAF LF Electric has been specified in partnership with Solomon Commercials which supplied and installed dual-compartment bodywork, and Frigoblock with its ‘FK2’ refrigeration unit to provide two-zone temperature control; frozen at the front, and chilled at the rear of the body.

The FK2 unit draws energy directly from the battery pack and will alone contribute an annual 17-tonne CO2 saving.

The 19-tonne DAF LF Electric is powered by an electric motor developing 250kW nominal power (370kW peak) and nominal torque of 1,200Nm (3,700Nm peak). DAF’s latest LFP batteries provide a gross energy content of 282kWh (254 kWh effective) to give the vehicle a single charge range of 173 miles, ideal for urban distribution applications.

DAF Trucks is accompanying sales of the LF, XD and XF Electric models with a dedicated support programme to ensure operators maximise efficiencies surrounding electric operations, including pre-sale advanced route simulation, and practical advice on ‘smart’ and efficient battery recharging.

Paul Vernon, head of fleet at Brakes said: “We’re excited by the potential of the new DAF LF Electric. We’ve worked closely with DAF, Solomon Commercials and Frigoblock, and the result is a truck with an exacting specification. We have a fleet which totals over 1,500 vehicles and around 75 per cent are DAF LFs, circa 1000, so we are very well aware of the trucks’ credentials – outstanding manoeuvrability, a practical, comfortable cab for drivers and, of course, great reliability.

“We’re expecting no different from the LF Electric. The distribution sector is starting

to embrace zero-emissions, and we’re confident the new DAF gives us the right solution to provide productivity benefits.

“With so many DAFs on our fleet, back-up is crucial and DAF has always given us fantastic support – particularly at dealer level through supplying DAF Dealer, Chassis Cab. This is especially important as we transition to the new electric product. To have the expertise of the UK’s market-leading truck manufacturer in support provides us with a huge amount of confidence.”

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Electric vehicle safety training course launched

Logistics UK has announced its new portfolio of electric/ hybrid vehicle training courses which cover safety awareness, preparing the vehicle for repairs and carrying out system repairs and component replacements. The safety awareness online course is now live on Logistics UK’s website and is designed to support members as the transition to electric and hybrid vehicles continues to accelerate.

The introductory half-day online safety awareness course is mapped to the IMI Level 1 Award in electric/hybrid vehicle qualification content and will enable learners to continue to work safely within their role following the transition. This webinar will benefit professional drivers, fleet managers, vehicle sales/hire company personnel who operate public service vehicles (PSVs), heavy goods vehicles (HGVs), fleets or light commercial vehicles (LCVs).   The move to electric vehicles is well underway, and while

much focus has been placed on ensuring the correct infrastructure is in place, it is also vital that safety is considered. The courses from Logistics UK will include expert advice and training conducted from highly qualified and quality-assured engineers.

David Jordan, deputy operations director for services at Logistics UK, comments: “With Logistics UK’s engineering technical training, your organisation will benefit from industry’s best by ensuring your vehicles remain safe and cost effective.”

“These brand-new courses will introduce the knowledge of safe working practices, the dangers surrounding electric/hybrid vehicles, and the precautions required to avoid potential injury when near these types of vehicles. Logistics UK hopes that providing these courses will help reduce the safety risk when working with these vehicles.”

Denise Beedell, senior policy manager, Logistics UK

Logistics UK’s Denise Beedell

Prior to the Spring Budget, announced by Chancellor Jeremy Hunt last month (March 2023), the super deduction programme allowed companies to claim 130 per cent capital allowances on qualifying plant and machinery investments. Before the scheme concluded, Logistics UK – along with seven other trade associations – sent a joint letter to the Chancellor, calling for a successor to the scheme and highlighting the need for increased flexibility. Logistics UK was therefore delighted to see that its call for 100 per cent tax deduction on capital investment supporting the transition to net zero and increased productivity was acknowledged and implemented into the budget. However, it was disappointing there were no eligibility changes within the new scheme to include leasing and hiring. To hit decarbonisation targets, logistics businesses are increasingly assessing their operations to transition to greener technologies however, uncertainty remains regarding the best approach to achieve net zero. As a result, companies are reluctant to fully invest until there is clarity from the government regarding future infrastructure. Leasing or hiring offers businesses more options for acquiring new green plant and machinery technology, including vehicles, because it can help to mitigate some of the associated risks and costs especially for companies who only need use on a part-time basis.

Given that zero and low emission vehicles remain significantly more expensive to buy and with technologies developing at pace, flexible leasing arrangements can allow operators to move more quickly to decarbonise, take advantage of lower vehicle operating costs and enable easier vehicle upgrades. While continuing to allow capital expenditure to be offset against taxes for plant and machinery is appreciated, the sector also needs certainty from government that it will maintain its support for investment and introduce a more flexible approach for providing support. This will encourage greater investment in zero emission technologies as highlighted in the joint letter, while allowing businesses to choose the acquisition model that best suits their operations.

DHL Supply Chain introduces electric Volvo trucks

DHL Supply Chain is introducing four Volvo FM electric trucks to its fleet. These vehicles are designed for high-capacity deliveries operating at 40 tonnes and directly replace diesel vehicles on a range of activities. Featuring Volvo’s largest 540kWh battery which provides 666hp, the zero-emissions trucks have a range of up to 180 miles, allowing them to complete full round-trips servicing DHL’s retail and automotive customers across the UK.

Saul Resnick, CEO of DHL Supply Chain UK & Ireland, said: “This marks an important milestone in our journey towards alternative fuel vehicles. The size and capability of these trucks make them a truly viable alternative to diesel as they fully meet our needs and those of our customers. Following our

introduction of the UK’s first 16-tonne rigid electric truck in late 2020, we’re proud to continue to lead the way in electric commercial transport.”

The new trucks share the same controls and very latest safety features seen on conventional diesel Volvo FM vehicles, making the transition for drivers as safe and easy as possible. Early feedback from drivers has been extremely positive, especially with regard to acceleration and hill performance.

The investment in industry leading vehicles reflects DHL’s commitment to ensuring its fleet is best in class and offers the highest levels of service to its supply chain customers, as well as reflecting DHL’s own ambitious Go Green agenda.

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In other budget announcements, Logistics UK members were relieved to see the 5ppl fuel duty cut retained for a further 12 months. The cut, originally introduced in March 2022, was critical for keeping the logistics sector afloat during the ongoing war with Ukraine and supporting the country as it continued to navigate through high inflation rates. With the cost of living crisis still affecting many logistics businesses, the retention of the 5ppl fuel duty cut for a further 12 months, alongside the new policy for full capital expenditure offsetting, will help to increase the funds that the sector has available to invest in decarbonisation It is good news for small and medium-sized enterprises (SMEs) who make up 99 per cent of the industry, and will encourage businesses of all sizes to invest in productivity, growth and greener technologies, to meet the challenges for the transition to a zero carbon economy.

However, within the budget announcement there was a glaring lack of support to help businesses with energy costs, no mention of a low carbon fuel incentives to reassure operators wanting to invest in vehicles and low carbon fuel technologies that can offer immediate carbon savings while uncertainty of zero emission vehicles technologies continues, or any comment on a long-term plan for infrastructure investment. The government has repeatedly urged industry to commit to transition to a low carbon economy, but this budget has missed a significant opportunity to provide industry with the confidence it needs to do so. And with the focus on increased productivity and supporting people into work, it is very disappointing that there is no reference to the much-needed Apprenticeship Levy reform.

The logistics industry is a highly versatile and essential part of the UK economy which involves moving goods by road, rail, sea, and air. Without logistics, our supply chains would fall apart, businesses would close, and the country would come to a standstill. Logistics UK hopes that the Chancellor stands by his promise to invest in green growth and fulfilling careers, while keeping prices down in the shops. In addition, we will still push forward on government producing a low carbon fuels (LCFs) strategy to enable the sector to meet the phase out dates for traditional vehicle fuels and technologies.

logistics.org.uk/environment/netzero

Decarbonisation still in the rearview mirror

Start the Future

Start your all-electric future now. We are ready to guide you through the transition to zero-emission transport. DAF can recommend and deliver the optimum truck configuration and charging strategy for your business. Plus, our trusted dealer network offers the facilities, expert advice and a dedicated driver training programme, ensuring you gain the maximum potential from your electric operation.

The transition away from fossil fuels

Practical, real-world considerations must be reflected in government policies if the logistics sector is to successfully get to net zero, writes Chris Ashley, head of policy for environment & regulation, at the Road Haulage Association (RHA)

There are massive challenges ahead for logistics and coach operators as we play our part to decarbonise. We support the overall goal to achieve net zero and our 8,000 RHA members are willing to make the investments in new technologies to help make it happen.

There are however significant challenges to decarbonise HGVs and coaches so we’re lobbying government to ensure that practical, real-world considerations are reflected in their current and future policies.

The transition away from fossil fuels is not as straight forward as some might believe. For an operator it’s not quite as simple as going out and buying an electric truck, which can be far beyond their means – especially for small businesses. Currently, when 98.5 per cent of the UK HGV fleet is diesel, and 89 per cent of goods in the UK transported is by road, the scale of phasing in new, alternatively fuelled HGVs is enormous.

What are the challenges?

The challenges broadly break down into four areas: cost, infrastructure provision, how untested zero-emission vehicles perform, and uncertainties over which technologies will prevail.

Underlying these areas are two further issues – how the highly specialised and diversified nature of haulage operations serving all parts of the UK economy is sustained, and how the small businesses whom we predominantly represent are supported through the transition

Whilst we support the £200m investment by the government in zero-emission heavy duty vehicle trials, we firmly believe that a

national decarbonisation “roadmap” charting the path to 2050 should be developed. We welcome that the recent Transport Committee report “Fuelling the future” reaffirmed this need through its call for an HGV decarbonisation strategy.

Why is a roadmap necessary?

We see the roadmap as essential for four reasons. First, it should clearly set out how different technologies – battery, hydrogen combustion, hydrogen fuel cell and low-carbon fuels – can deliver the net zero targets set by Parliament. This will then provide the necessary certainty to empower industry to do what it does best E

A national decarbonisationcharting“roadmap” the path to 2050 should be developed

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.

 – allocate resources efficiently to invest in these technologies as part of natural business planning cycles that address their customer needs. In this way, businesses across the entire UK economy will then be assured that their goods transportation requirements are met. Secondly, it should articulate how the State can create the necessary and favourable conditions to facilitate the switch away from diesel. We believe public sector investment is best directed in infrastructure provision and supporting research and development in the different decarbonising technologies. Regulations should be targeted at reducing costs – this ranges from simplifying the planning system to allow new fuelling infrastructure to be built, through to incentivising the mass production of zeroemission vehicles to reduce capital costs.

Thirdly, it should recognise how industry can undertake the financial “heavy lifting” to introduce these technologies. This requires an understanding that transport decarbonisation can be achieved through new vehicles being phased-in through natural vehicle replacement cycles. This brings three benefits – the continuous reduction in harmful emissions, zero cost to the taxpayer with the need for expensive scrappage schemes removed, and a framework that allows our vital small businesses to participate. Finally, clarity is required on the long-term use of diesel. Recently, the EU published a new CO2 emissions reduction target for heavy duty vehicles of 90 per cent by 2040 from 2019 levels. This 90 per cent target is significant as it recognises the technical complexities of reducing emissions from hard-to-decarbonise usecases, such as long-distance haulage. Government must not only confirm how these operations are supported but also articulate how resilience is maintained in the event of prolonged power cuts. We see low-carbon fuels such as renewable diesel, appropriately regulated with its carbon emissions offset, having a role here.

We’re saying to government that delivering this will require coordinated activity across many departments and external agencies – and must involve industry.

Immediate carbon savings

An immediate measure ministers can implement is to incentivise the use of low carbon fuels such as HVO or CNG through a fuel rebate linked to emissions reduction. Public sector investment in the infrastructure needed to power alternatively fuelled vehicles is needed. We also believe that investing in green skills and ensuring employers can access funding to target training will help. More HGV parking spaces which would allow alternatively fuelled commercial vehicles to be refuelled is a must. This could deliver other benefits for our industry too. There’s a shortage of around 11,000 safe lorry parking spaces across the country. Thousands of truckers every night therefore are forced to park in laybys, industrial estates and other less-thansecure spots – a perennial barrier to attracting younger people behind the wheel of our trucks. The current reality however is that the high costs associated with zeroemission vehicles, together with the uncertainty from government over how it sees different technologies collectively reducing carbon emissions, act as formidable barriers to investment. No haulier wants to end up with “stranded assets” – vehicles that they can’t shift.

We also continue to urge ministers to learn from the well-intended but flawed Clean Air

Zones (CAZ). This policy, designed to reduce NOx pollution as quickly as possible, squeezed small businesses detrimentally due to the vehicle market not being able to meet the government’s compliance standards. This translated as there not being enough Euro VI trucks in the second-hand market that smaller firms on low profit margins rely on to replenish their fleets. Compounded by a collapse in the market value of their older, ‘non-compliant’ Euro V trucks and supply-chain delays in receiving new trucks, many operators struggled to keep up. This became a vicious circle for many small businesses when faced with up to £100 daily charges to enter CAZs –few can withstand that kind of hit for too long. We are particularly concerned that the government doesn’t fully understand the different commercial dynamics that small businesses face compared to large corporates – for example, small businesses have limited buying power and a lower appetite for risk. Within a low margin sector such as transport, it is essential that policymakers understand that residual values underpin our sector’s ability to invest in decarbonising solutions. The vast majority of commercial vehicle operators are SME – and this is reflected in our membership. It’s crucial that this reality is recognised if we’re to embark on the most efficient, effective and inclusive journey to net zero. L

FURTHER INFORMATION

www.rha.uk.net

A roadmap is needed to clearly set out how different technologies – battery, hydrogen combustion, hydrogen fuel cell and lowcarbon fuels – can deliver the net zero targets set by Parliament

How to manage ageing fleet vehicles

An ageing fleet needs a lot of maintenance and is often an ecological issue. Moving to a new EV fleet can be cost-prohibitive. These four tips can help keep your aged vehicles running at their optimum while mapping their replacement

units, sparing end users from breakdowns and delays that prevent them from accomplishing their mission, and boosting morale for both operators and the fleet department.

1. Create a replacement standard

Determining the metrics for the optimal time to replace a vehicle can help with funding for replacements, and moreover, ensure you’re not spending money maintaining older vehicles that, from a financial and safety perspective, should be replaced.

“The best way to minimise or eliminate maintaining an ageing fleet is to make sure you have a good lifecycle management strategy,” says Mike Gadd, managing director at AssetWorks UK, which offers fleet management software solutions.

“Each year the asset depreciates, and the downtime increases. But if you plan out the asset replacement cycle, then you’ll be able to maximise your return on investment by replacing the equipment at the optimum time.”

Gadd advises: “Look at the total cost of ownership for each asset type and then plan to replace them once the operational cost exceeds your standards,” he says. “Every fleet is different, so your replacement schedule should reflect different asset applications to get the most out of your fleet, including the residual cost on the back end.”

2. Use technology to determine optimal lifecycles

A replacement standard must be grounded in data, not solely on factors like model year or mileage that, on their own, can be arbitrary. Data is what tells the true story of when to retire a vehicle. Fortunately, technology can make this a lessdaunting task than it may seem.

Having a good fleet management system and understanding how to use it will give you all the required tools needed to collect the needed data to build a good equipment replacement strategy. Without the historical data, how are you going to know? Your fleet management system can separate the different equipment type costs and then build a replacement plan that will help you get the most out of your fleet. This also means getting the most return from your fleet as well. Historical data is the key to showing which equipment will give you the most value for each of the different applications.

3. Don’t budge on replacement cycles

When new vehicle supplies are tight, some fleet managers are pressured to change their replacement standard and keep vehicles longer. If that happens, it only gets more costly to continue to maintain those older vehicles. Fleet managers need to use real data and regression and depreciation analytics to form their business case. Without a regression analysis, fleets are subject to pure supposition, guesswork, and feelings. One data point you can adjust is your duty cycle. Changing the duty cycle on the older units will ensure they accumulate fewer miles. The older the unit, the less use it gets simply because it is not as reliable as a newer asset.

4. Make the case for replacement vehicles

Whether you want to justify budget for new EVs is to show just how much money vehicles outside of their optimal lifecycle are costing the organisation. Performing a regression analysis on each type and class of vehicle that is outside of its lifecycle is the best place to start. A regression analysis can demonstrate the value of investing in new vehicles. Benefits include money saved by replacing out-of-lifecycle

To emphasise a strategy you need to show where your fleet is today and where you want it to go with the relevant data points. Not everyone will understand that different models, makes, geography and climate impacts different lifecycles, so use data to demonstrate. While there are many different strategies fleet can take and metrics to collect, the key items to review are acquisition cost, lease cost, lifecycle per equipment type, inflation percentage and residual cost. Review the long-term benefits of leasing vehicles by analysing the number of vehicles you have planned to replace in the next 5-10 years. Creating contingency funds when vehicles are sold is one way to gain budget. Also, look at the amount of money being added to capital improvement plans to gain lease vehicles. If an organisation is looking to replace one vehicle, then leverage that cost and determine how many leased vehicles this could potentially bring to the business for the same price. L

Ready to transform your fleet data into insights? To improve your operational efficiency, schedule an AssetWorks demo today.

FURTHER INFORMATION

assetworks.co.uk

communications@assetworks.com 0161 927 3680

A spotlight on electric trucks

With the government aiming to phase out the sale of new fossil fuel HGVs by 2035 – or possibly 2040 for certain vehicles and use cases, the race is on to decarbonise heavy goods vehicles. As such, battery electric trucks are now becoming available from a range of mainstream manufacturers

While battery electric vehicles hold strong potential for decarbonising heavy goods, there are many challenges that need to be overcome before they can be fully fit-forpurpose in the freight and logistics sector. Due to their size and weight, HGVs have shorter ranges than cars and small vans. What’s more, the charging infrastructure to date has mainly been focused on smaller vehicles, meaning electric lorries may find it hard to find places to charge on the public network.

With a limited amount of electric trucks on the market, together with the high cost of such vehicles, a fleet of electric trucks can be cost-prohibitive for fleet operators.

The government’s Transport Decarbonisation Strategy acknowledges the barriers, and says that the next decade will see “rapid progress and investment in zero emission technology options for larger heavy goods vehicles (HGVs), alongside deployment of supporting infrastructure and increasing demand from businesses.”

Indeed, we are already seeing much progress and innovation in this area, as explored in this article.

Electric innovation

Mercedes-Benz Trucks UK, part of Daimler Truck, is GreenFleet’s current HGV Manufacturer of the Year, taking home the award for continuously expanding its portfolio of battery-electric trucks.

The Mercedes-Benz eActros comes with three or four lithium-ion batteries, each of which has a capacity of approximately 112 kWh. In rigid form, the 4x2 eActros 300 has a range of approximately 205 miles, while the 6x2 eActros will cover around 186 miles on a single charge. The eActros 400, which only comes as a 6x2 rigid, offers a 248 mile range. The eActros 300 is also now available

as a 4x2 tractor unit with 136 mile range. Meanwhile, the eActros LongHaul, which has a 600 kWh battery capacity and will cover around 310 miles on a single charge, will be tested by customers this year.

Mercedes-Benz Trucks has also unveiled an electrically-powered, constructionspecification Arocs prototype with mixer body that has been developed in collaboration with PAUL Group and Meiller.

Daimler Truck also manufactures the Fuso eCanter, which was the world’s first fully electric lightduty truck to enter series production. It is already on fleets at Bidfood, Speedy Services, DPD, Hovis and Wincanton.

The next generation FUSO eCanter meanwhile will be available in gross vehicle weight classes from 4.25-8.55 tonnes and will have ranges of up to 124 miles.

Mercedes-Benz Trucks has also introduced an eConsulting service to support customers on their eMobility journey, and in the UK is partnering with EQUANS to identify their charging infrastructure needs and the related costs.

Meeting environmental standards

British electric vehicle manufacturer Tevva has secured European Community Whole Vehicle Type Approval for its 7.5 tonne battery-electric truck. The approval process is used to ensure that all vehicles meet the stringent and relevant environmental,

safety and security standards and means that Tevva can start producing and selling in volume across the UK and Europe.

Tevva’s 7.5t electric truck offers up to 140 miles from its 105 kWh battery on a single charge, and is ideal for last-mile and urban delivery fleets. It will be followed later in 2023 by a 7.5t hydrogen-electric truck, which benefits from a hydrogen range-extender that enhances vehicle range to up to 354 miles.

Customers including Expect Distribution, Travis Perkins and Royal Mail are expected to receive their electric Tevva trucks shortly.

Volta Trucks has also received European Whole Vehicle Type Approval for its 16-tonne all-electric Volta Zero vehicle, which has a range of 95-125 miles.

Series production of Volta Zeros are due to start rolling off the line of the company’s contract manufacturing facility in Steyr, Austria, in early Q2 2023.

In London, Volta Trucks is creating a ‘Volta Trucks Hub’, which will comprise a service and maintenance facility, showroom, admin offices, training academy and call centre. The Hub is on White Hart Lane in Tottenham, and covers 30,000 sq feet, operating eight workshop bays. It has a photovoltaic panel system on its roof, converting sunlight into energy for the site, and a passive solar wall, optimising the heating and ventilation of the building. It is also designed with a charging infrastructure to support 50kW fast charging of Volta Zero vehicles while they are being maintained.

The next decade will see rapid progress and investment in zero emission technology options for larger heavyvehiclesgoods

The Volta Trucks Hub in London is part of a wider representation strategy that will see a vehicle service offering across all launch locations of Paris, London, Madrid, Milan, the Rhine-Ruhr region of Germany, and the Randstad region of the Netherlands. The network of Hubs will be a critical enabler of the company’s ‘Truck as a Service’ offer, that sets out to revolutionise the finance and servicing of commercial vehicle fleets. Truck as a Service will accelerate the adoption of electric commercial vehicles by delivering a hassle and risk-free way to electrify fleets. Truck as a Service supports every step of the electrification migration by offering a single, affordable, monthly fee that funds the use of a full-electric Volta Zero vehicle, and all of its servicing, maintenance, insurance and training requirements, maximising the uptime and operational efficiency of the vehicle.

Different applications

Since 2020, Renault Trucks has been producing a range of all-electric vehicles from 3.1 to 26 tonnes.

From the beginning of 2023, Renault Trucks will start the commercialisation of two new models of up to 44 tonnes in its range: the Renault Trucks T E-Tech for regional transport and the Renault Trucks C E-Tech for construction.

These new models in Renault Trucks’ heavyduty range will be fitted with two or three electric motors providing a combined power of up to 490 kW (equivalent to 666 hp).

The Renault Trucks T and C E-Tech will have two to six lithium-ion battery packs with a capacity of 180 to 540 kWh. The vehicles’ batteries can be fully charged in 9.5 hours by alternating current (AC) up to 43 kW, or in 2.5 hours by direct current (DC) up to 250 kW. These trucks will be able to travel up to 186 miles on a single charge.

Meanwhile, Renault Trucks’ E-Tech D Wide 26-tonne is being used as a refuse collection vehicle (eRCV) by municipal vehicle hire company, CTS Hire. This is allowing councils and vehicle operators to access eRCV technology on short-term hire for the first time.

Supplied by RH Commercial Vehicles, the two Renault Trucks E-Tech D Wide electric rearsteer chassis have been paired with Dennis Eagle OL21 bodies and Terberg Xtra bin lifts.

Powered by 4x 66kW lithium batteries located in the wheelbase, the E-Tech D Wides

with zero tailpipe emissions qualify to operate in urban areas with restrictions to improve air quality such as Low Emission Zones (LEZ), and Ultra Low Emission Zones (ULEZ). Each truck is equipped with a 22kW on board AC charger and is compatible with DC fast charging up to 150kW. In fast charge (DC), the vehicles can reach a full battery in less than two hours, or overnight on a conventional industrial outlet and adapts to all situations.

Improved batteries

Scania has announced it has made advancements in its battery electric trucks, by installing 624 kWh packs and reworking the heating and cooling system to maintain the powertrain and battery pack’s optimum operating temperature.

A Scania 4x2 tractor with six batteries will be able to do 217 miles between charges, travelling at an average speed of 50mph.

The charging capability has also been increased up to 375 kW, which means that after an hour of charging it can add up to 186 miles of range.

The continuous power output level for the Scania 45 R and S is 410 kW, approximately 560hp. While the new triple electric machine powertrain provides ample electro-mechanical power take-off to support power hungry applications. This, says Scania, will mean customers will be able to use these new battery electric vehicles for temperature controlled and bulk transportation.

The 4x2 tractor’s axle distance has been increased to 4,150 mm when specified with six batteries, allowing it to benefit from the Increased Vehicle Dimension regulation in Europe. Gross train weight for the tractor unit is up to 64 tonnes.

Scania’s new fully electric trucks are available for order now, with production commencing in Q4 2023.

Charging on long journeys

To address charging during long haul, European journeys, an electric truck “charging corridor” has been built along a 372 mile stretch of the RhineAlpine corridor across Germany.

Built by bp pulse, the six public charging locations have ultra-fast 300kw charge points aimed at electric trucks. They have been built on one of the busiest road freight routes in Europe, connecting key North Sea

ports in Belgium and the Netherlands with the Mediterranean port of Genoa in Italy.

The new chargers have been installed on Aral retail sites in Germany between the Rhine-Neckar metropolitan area and the Rhine-Ruhr metropolitan region. Aral is bp’s German retail brand. In the next six months, two additional locations are scheduled to open on Aral retail sites to complete the new charging corridor.

Once complete, using the Aral pulse charging corridor, an E-Truck will be able to cover over 372 miles across Germany along one of European’s major road transport routes.

The 300kw charging stations are each capable of charging more than 20 E-Trucks, per charger each day. An E-Truck’s range can reach up to 124 miles in around 45-minutes using the ultra-fast charge points.

Nigel Head, EV truck director for Europe, at bp pulse, said: “By beginning the rollout of a dedicated charging network for freight operators and fleets, with a focus on major logistics corridors, bp is supporting the electrification of medium and heavy-duty vehicles, decarbonising the movement of goods, as well as people.

“Ultra-fast charging in the right locations, combined with depot and destination charging, is critical infrastructure to accelerate the electrification transition, unlocking the economic and environmental benefits of low-carbon commercial road freight and transport.”

Trialling electric trucks

In June 2021, DAF was awarded funding from Innovate UK to commence deployment of 20 electric trucks in public sector fleets across the Northwest of England to understand the barriers to adoption.

Known as the Battery Electric Truck Trial (BETT), the trucks on trial are 19-tonne DAF Electric LFs, which has a range of up to 175 miles and can be rapid charged at 150 kW.

The trucks are being trialled across different types of public sector operations, from logistics to waste management, including NHS Supply Chain and Blackpool Council. The trial vehicles include different types of ancillary systems that will operate from the battery. This includes tail-lifts and refrigeration units.

The DAF Electric truck will also be taking part in GreenFleet’s EV Rally this year, to test its long-haul capabilities and further add to the learnings from the BETT trial. L

Building a future-proofed commercial fleet strategy

The life of a commercial fleet manager is not an easy one. Never mind the usual daily operating tasks, from driver training and logistics to vehicle condition and maintenance, now there’s an even bigger challenge looming. The pressure for businesses to move to low and zero emissions fleets is rising as the 2030 deadline for the ban of new petrol and diesel vehicles gets closer

The last 18 months have seen vehicle supplies severely hampered. However, there was good news in January’s SMMT data as the first rise in new LCV registrations was seen since September 2022’s plate change. A year-on-year increase of 25.8 per cent in LCV registrations would certainly have been welcomed by commercial fleet managers managing ever-ageing van fleets. But still 6.2 per cent below prepandemic January 2020, there’s some way to go in getting supply fully restored.

According to the SMMT, the start of the new year also saw record deliveries of battery electric vans – up 53.5 per cent –accounting for one in 22 vans joining UK roads. The number overall is, however, still small and reflects the conundrum many commercial fleet managers face of how to switch to zero emissions without productivity and business performance suffering.

Dispelling the ‘unknowns’

A key factor for commercial fleet managers is the ‘unknowns’ of electric motoring. The key now is for those responsible for commercial vehicles – whether it’s just one or two or hundreds – to truly understand what’s the right fit for right now – as well as planning for the future. The traditional test drive of a few hours or even a few days no longer really fits the bill. Instead businesses are keen to ‘try before they buy’ to truly understand what electric motoring means in real world conditions.

They are keen to ensure the transition to zero doesn’t have any short-term negative impact on operations and business costs. For example, the impact of payloads on battery charge is a particular concern when it comes to van use. And all of this needs to be juggled alongside managing immediate vehicle needs as fleets get older, while they wait for new vehicle supply.

A steady transition

For all of those reasons making a steady switch, moving from older, higher polluting vehicles to low emissions and eventually to zero is the common-sense approach being adopted by many employers. With a range of low and zero emissions cars and vans, Europcar is helping organisations develop robust environmental policies for present and future operations. It

is also focused on offering attractive alternatives to vehicle ownership for those organisations not yet ready to move to zero. Renting ICE vehicles when needed, rather than owning, naturally reduces mileage and the resulting environmental impact. And if the vehicle is chosen to match the needs of a specific journey this increases efficiency and reduces unnecessary emissions from driving too big a vehicle. For new EV adopters, Europcar is also offering a rental solution for electric that gives businesses the chance to assess the operational and commercial impact of electric vehicle use and to satisfy driver concerns. Commitment free, Europcar solutions for electric vehicles include a detailed vehicle handover and advice on charging as well as the option for CO2 reporting for valuable insight into emissions. Plus the Shell Recharge card and app provide access to over 10,000 publicly accessible charge points across the UK including more than 240 extra ultra-rapid charge points added to its UK network in January 2023 in a new deal with Motor Fuel Group (MFG).

Navigating CAZ

Short and medium term van rental also helps businesses navigate the growing proliferation of Clean Air Zones (CAZ) being introduced to UK cities. Businesses running non-compliant vehicles will

face fines, something which many can ill afford in the current economic climate. The alternative of replacing non-compliant vehicles is also likely to be untenable for many organisations. With Sheffield the latest CAZ to be introduced at the end of February, fleet managers know they need to make changes to avoid fines for non-compliant vehicles and Europcar’s network of Vans & Trucks Supersites across the UK are playing a key role on this front. All vans on the Europcar fleet are Euro 6 Diesel or Euro 4 Petrol. Therefore employers can be confident that their drivers can go in and out of a CAZ without risk of fines, with a range of rental periods available to cover most business needs. And the Europcar Vans & Trucks Guide can be used to identify the latest models available at a glance, including videos and interactive features to help businesses find the best van or truck solution for their needs. Europcar’s vans specialists at its Supersites can also provide advice and support to businesses considering their options. L

To find out more about how Europcar can help your organisation on your decarbonisation journey contact us below.

FURTHER INFORMATION

www.europcar.co.uk/business/electric 0371 384 0140

Zero-emission bin collections

Bin collection is, by nature, a dirty task. However, councils around the country have been working on making collections cleaner by using zero-emission

Electric refuse collection vehicles (eRCVs) are increasingly being used by councils to reduce emissions, comply with clean air zones, and offer quieter operation during early morning collections. The low and predictable milage of eRCVs also makes range and charging considerations less of an issue as it is for other heavy vehicles.

Enfield Council has taken delivery of its first fully-electric 26 tonne refuse truck from Renault. The E-Tech D Wide truck is the first of four to be delivered and will service the households of the London Borough of Enfield, with the remaining three vehicles expected to be on the road by the summer.

The refuse collections are expected to clock up around 50 miles per day and will be charged at The Civic Centre in Enfield Town or the Morson Road depot, all of which are fitted with dedicated charging points.

Enfield Council’s cabinet member for environment, Cllr Rick Jewell, said: “Enfield Council has been working in partnership with Renault Trucks UK for more than a year on the development of the electric refuse truck. Prototypes went through extensive testing and road trials right here in Enfield.

“We were extremely happy with how the vehicles performed in our waste collection operations, demonstrating high performance and reliability, even along our longer routes, and very good battery life. This performance is critical for a large, busy, London borough.”

Trialling electric bin lorries

In January, South Tyneside Council began trialling an electric refuse collection vehicle to see how it performs against that of a conventional diesel engine. The analysis includes monitoring the impact on the battery of frequent starts and stops and bin lifts, the charge-up requirements, impact on staff working patterns, and the suitability of the truck on the Borough’s varied collection rounds, in different neighbourhoods and streets and on different gradients.

South Tyneside Council was the first local authority in the country to hire an electric refuse collection vehicle of this type from municipal vehicle hire company CTS Hire on a short-term arrangement.

Back in 2021, the City of London Corporation became the first UK governing body to run a full fleet of five eRCVs, collecting residents’ waste and recycling in the Square Mile. The 18-tonne and 26-tonne trucks are powered by lithium-ion batteries and can complete a full shift on one charge.

Also in 2021, Manchester City Council invested in 27 eRCVs to replace almost half of its

electric vehicles

fleet. At the time, it was estimated that the swap would result in a reduction of carbon emissions by almost 900 tonnes a year. The adoption of the electric refuse trucks followed two years of successful trials with Biffa.

Electric refuse collection vehicles were also introduced in Nottingham as part of the city’s plan to become the UK’s first carbonneutral city by 2028. The two Dennis Eagle eCollect fully electric refuse collection vehicles replaced their diesel equivalents and are estimated to reduce carbon dioxide emissions in the city by 52 tonnes a year and save the taxpayer £32,000 a year in running costs.

A drive to go cleaner

Greater Cambridge Shared Waste, a partnership between South Cambridgeshire District and Cambridge City Councils, has also been using an electric bin lorry – which marks the start of a drive to replace all the waste service’s collection lorries with electric or hydrogen vehicles as their existing trucks come to the end of their working lives.

Fully loaded, the truck weighs around 26 tonnes and typically takes

The low and milagepredictable of eRCVs makes range and charging less of an issue as it is for other heavy vehicles

Enfield Council’s electric refuse truck from Renault Trucks.

around seven to eight hours to recharge, meaning it can easily complete a full day of collection rounds and return to the depot with charge remaining in the battery.

The vehicle has five specially designed battery packs generating 300kWh of power and a 200kW electric motor, making it substantially quieter than existing bin collection vehicles.

Meanwhile, in Exeter, three electric lorries entered operation in August last year. The vehicles are powered by electricity produced by the Council’s solar farm and battery storage facility at Marsh Barton. It is planned for all 15 of the city’s refuse vehicles to become electric.

The council plans to be net zero carbon by 2030. It is anticipated that the switch will save approximately 27,000kg of carbon per year.

Cllr Duncan Wood, lead councillor for climate change added: “These trucks go out across the city - there are 15 of them at the depot, and we now have our first three that are electric.

“Exeter’s refuse vehicles are out every day throughout the city, and each truck runs its engine almost constantly from the moment they go out to when they get back to the depot. That’s 7 to 8 hours of emissions from a truck, collecting around nine tons of rubbish, being moved around by diesel engines throughout our city – that’s what’s going to be saved by using these electric vehicles.”

“This is a significant investment, a significant change to the way we operate. These vehicles will be charged from our solar farm at Water Lane in Marsh Barton. So not only will they be cleaner, the electricity we use we know will be green electricity, so it is a definite plus.”

ODS – Oxford City Council’s wholly owned company – took on an electric refuse collection vehicle, following a successful trial which allowed ODS to assess the vehicle’s performance and suitability to Oxford’s streets ahead of the delivery.

ODS currently has 27 refuse trucks and once each refuse vehicle is replaced

with an electric model, 750 tonnes less CO2 will be emitted per year.

The electric refuse truck, which was built by Dennis Eagle has both a quieter engine and lifting machinery than diesel trucks, in addition to zero exhaust emissions.

When offering feedback to the trial, Oxford residents commented on the benefits of the quieter engine and how it was ideal for busy urban environments.

The arrival of the electric refuse collection vehicle is funded in part by the £41m Energy Superhub Oxford project led by Oxford City Council and Pivot Power, part of EDF Renewables. L

In January, South Tyneside Council began trialling an electric refuse collection vehicle to see how it performs against that of a conventional diesel engine. The analysis includes monitoring the impact on the battery of frequent starts and stops and bin lifts, the charge-up requirements, impact on working patterns, and the suitability of the truck on varied collection rounds

In January, South Tyneside Council began trialling an electric refuse collection vehicle to see how it performs against that of a conventional diesel engine.

NEC BIRMINGHAM 18 - 20 APRIL 2023

Visit us on stand 5E70 for:

On-vehicle demonstrations for our whole product range

Cutting-edge security innovations for the VW ID.Buzz and Ford E-Transit

‘Behind the scenes’ look at our anti-peel kit testing simulation

Your guide to preventing common vehicle attack methods

Discover why our shielding range is your game-changer for 2023

Reveal of our next generation cargo locking solutions

· HOOK LOCKS · SLAMLOCKS · ANTI-PEEL KITS · SHIELDING ·

· CARGO LOCKS · SHUTTER LOCKS ·

Plus we unveil our new partnership with the AA as we launch our Key Assist emergency call-out service.

What’s on at the Commercial Vehicle Show?

The 2023 Commercial Vehicle Show, which takes place at the NEC in Birmingham from 18-20 April, is the place to discover the latest vehicles, components and services that help fleet operators drive business efficiencies and deliver on decarbonisation targets

The annual Commercial Vehicle Show is the perfect platform to see new product launches, re-engage with existing contacts and connect with key decision makers, and 2023 will be no different, demonstrating the longevity and uniqueness of the event as the largest and best attended commercial vehicle event in the UK.

The UK’s leading brands have long recognised the importance of demonstrating their latest products and services to key decision makers from thousands of UK businesses at the Show.

From truck, van, and pick-up manufacturers through to products including accessories, cameras, consumables, electrical components and systems, fleet management systems, vehicle security, van storage systems, vehicle conversions, garage and workshop equipment, the Show provides everything fleet operators and sole traders need to help them purchase and maintain the safest and most efficient vehicles.

Meet the exhibitors

More than 200 exhibitors have confirmed their presence at this year’s Commercial Vehicle Show. Top LCV manufacturers Ford, Isuzu, Nissan, Harris Maxus will be there alongside leading HGV brands including IVECO, Renault Trucks, Hydrogen Vehicle Systems and Volta featuring in the Show’s all new Truck Zone. Returning exhibitors include Motormax, Parksafe Group, Sortimo, Chevin Fleet Solutions, Fischer Panda, Fonix Telematics, Merridale, and many others.

The organisers are delighted to welcome many exhibitors over the course of the three days including,

Netradyne Technology, Locks 4 Vans, Enel X Way UK, Uniquip Group, Tuffa UK, SWARCO Smart Charging, FAPI Motors amongst others from every corner of the commercial vehicle industry.

Several exhibitors will also be showcasing their new products and services through launch events including Motormax, IVECO, Fischer Panda, Brigade Electronics, Isuzu, Hydrogen Vehicle Systems, Harris Maxus, Parksafe, and TVL Security and ProtecAVan.

Decarbonising trucks

As well as a fleet of tractor units from Iveco, HVS and Renault Trucks, the truck manufacturers will also have representatives on hand to talk about their net zero ambitions, with new and future vehicles that shift away from diesel.

Battery-powered electric trucks, hydrogen fuel cell trucks and HVO (hydrogenated vegetable oil) trucks are all set to play a role in the road transport industry’s shift away from fossil fuels. Two big names making their return to the Commercial Vehicle Show are Iveco and Renault Trucks.

Lisa Fuller, brand marketing and communications manager for Iveco UK says: “Iveco are very excited to be at this year’s Commercial Vehicle Show, especially as our brand new all electric eDaily will be making its UK debut. The Show will present a great opportunity for visitors to come and meet this class-leading product range. In addition to eDaily, we will also have an S-Way Natural Gas on display as we help to drive the road E

Two livewillTheatres offer presentations on industry megatrends and live discussions over the three days of the Show

BRIDGE DETECTION (LBDS)

Every year large vehicles collide with overhead bridges, data published by Network Rail between 1st April 2020 and 31st March 2021 shows that there were 1,624 bridge strikes reported across the network. Most of these incidents involved Heavy Goods Vehicles (HGV’s), with between 40 - 50 a year related to buses.

Costly bridge strikes can be avoided by alerting overheight vehicles on their approach, our unique and innovative Parksafe Group Low Bridge Detection System (LBDS) is the ideal solution! Designed and manufactured in the UK, the LBDS can detect up to 3,750 low bridges and requires ZERO driver input; the driver doesn’t need to need to know the height or width of the vehicle, as this is all done at installation!

HOW CAN IT BENEFIT YOU?

• Reduce the risk of collisions with Bridges.

• Protects your driving licence.

• Saves company reputation.

• Provides you with peace of mind.

FEATURES:

• Stand-alone product.

• No driver set up required.

• False alert feedback communication

• Remote communication and updates

• Our device can detect up to 3,750 bridges.

• Alert Radius: 300m2 alert zone.

• Multiple attempts to advise driver to stop the vehicle.

• Visual and audible warning system.

• UK Designed and Manufactured product.

• E Mark & UKCA

DETECTS BRIDGES IN UK & IRELAND

 of change. The Iveco team are really looking forward to welcoming people onto our stand.”

Alex Williams, head of brand and communications at Renault Trucks UK and Ireland, says: “Renault Trucks is excited to be back at the CV Show this year with a battery-electric 18T E-Tech D Wide rigid from the Vertellus fleet. We are looking forward to welcoming visitors to our stand to discover more about our latest products and services, how we can support their transition to a low carbon world, and to present the Vertellus EV Discovery programme – a unique opportunity for fleets to test EV products in their operations for a fixed three-month period.”

Electric vans

Light commercial vehicles also feature prominently at the 2023 Show once again with a comprehensive line-up of vans and pick-ups. There will be new electric vans from Ford, Iveco, Maxus and Nissan, with a few more surprises to be announced in the lead-up to the Show. In addition to the vehicle manufacturers, a number of the UK’s top leasing and rental providers will be displaying examples of their latest offerings to cover every corner of the road transport sector.

For a third consecutive year, MAXUS is going fully electric at the CV Show and stand 5D110 promises to be a pure EV experience featuring 12 zero emission vehicles, including the MIFA 9 all-electric MPV, the T90EV zero-emission pickup, and the flagship eDELIVER 3 and eDELIVER 9. MAXUS is gearing up for a big reveal at CV Show 2023, as part of the brand’s continued commitment to greener motoring, copper-fastening its position at a leader in the commercial EV market. While the details are still under wraps, MAXUS has confirmed that it will unveil a new eLCV to the UK market on Tuesday 18 April at 11am and invites CV Show visitors to join the team for the big announcement.

Mark Barrett, general manager of Harris MAXUS said: “The CV Show is always a highlight on the calendar for MAXUS, and like previous years, we will be using our presence at the CV Show to unveil a brand-new eLCV vehicle to the public, joining the stable of state-of-the-art vehicles which we have introduced to the UK market in recent years. This is an exciting vehicle launch and we invite show-goers to drop by on Tuesday and check it out. One of the most consistently dynamic and prominent exhibitors at CV show since 2016,

MAXUS is recognised for raising the bar both at the show, and on the road, year on year.”

Automotive innovation

The Fischer Panda UK team is also back at the Show with two live working applications on the stand this year, demonstrating their low emission hybrid power solutions and fullsystem design capability. Fischer Panda UK is a leading distributor of diesel generators, air-conditioning systems, hybrid electric solutions and integrated mobile power solutions. Following on from a fantastic first year in partnership with Autoclima, they’ve just announced a new service partner network to support the aftersales and aftercare service they offer customers across the UK. The team will be on hand at the show from Fischer Panda’s large welcoming stand, giving customers the opportunity to discuss system solutions with the expert technical team. Visitors to the stand can see exciting practical examples of LCV conversions fitted with hybrid power systems which enable them to operate in hybrid and in full zero emission mode for critical times and locations when required.

Fischer Panda UK is looking forward to this important industry show where they have the opportunity to showcase their solutions to the specialist vehicle builder and fleet converters visiting the show and meet personally with those who are interested in the topical industry development of how these innovative, green and efficient systems can support a multitude of project and fleet specifications with the transition to reduced or completely zero emission mobile payload power.

The place for CV professionals

Several thousands of visitors have preregistered for their free tickets and many more are expected to do so in the run-up to the Show as more details of what’s on offer are revealed. The Show provides the place for everyone working within the commercial

vehicle industry to be at – offering the best opportunity for seeing new products and services, networking with industry colleagues and the event where business gets done.

And with two live Theatres – Workshop Theatre, in association with Commercial Vehicle Workshop, and the Road Ahead Theatre – offering presentations on industry megatrends and live discussions over the three days of the Show, it’s one not to be missed. These featured discussions will address some of the most crucial and important topics facing the industry whilst answering questions from attendees and are crucial for anyone wanting to keep abreast of the latest developments and technologies in commercial vehicles, garage equipment and aftermarket, and cost-effective technologies.

The SMMT’s CEO Mike Hawes will present a discussion on the progress and pitfalls on the path to a decarbonised CV industry, which will be followed with a presentation from Sukky Choongh, the SMMT’s Environmental Manager, who will talk about zeroemission HGV charging and refuelling.

Robin Futcher from Commercial Fuel Solutions will discuss hydrogen’s role in decarbonising transport and give an insight into the future of commercial refuelling. With all the latest vehicles, trailers, equipment, and technology on display, the 2023 Show will be unmissable for thousands of fleet owners, directors, senior managers and engineers and to anyone running commercial vehicles as part of their business. There is no better place than the Commercial Vehicle Show for suppliers to showcase their latest vehicles, products and innovations and no better place for operators to catch up with every new development in their industry. L

FURTHER INFORMATION

For your free ticket to the 2023 Commercial Vehicle Show, visit www.cvshow.com.

The SMMT’s CEO Mike Hawes will present a discussion on the progress and pitfalls on the path to a decarbonised CV industry, which will be followed with a presentation from the SMMT’s Sukky Choongh, who will talk about HGV charging and refuelling

Taking on the cargo-bike logistics conversation

Andrew Brown from the Bicycle Association shares the latest innovation in cargo bikes and cycling logistics, and highlights the challenges that need to be overcome to increase the acceptance and efficiency of this way of working

Cargo bikes and cycling logistics is in the news. It even made the Adrian Chiles column in the Guardian in March – albeit, that was for the wrong reasons and caused a minor social media meltdown as the cycling community sought to correct the perception Chiles had of the cargo bike ecosystem. By the time this is published the cargo bike ecosystem will have gathered at London’s Guildhall for the first National Cargo Bike Summit. And that is one reason cargo bikes are in the news. Outside of the bike community people are switching on to the potential of cargo bikes and more specifically, cargo bike logistics. Because, as one trade magazine reported it: “cargo bikes can help ride the net zero wave.”

Ongoing innovation

If the UK logistics sector truly embraces the concept of last mile and zero emission deliveries then bikes must be part of an integrated zero carbon solution. Whilst that is not obvious yet, momentum is building. The developer, British Land, has appointed architect Harris Partnership to draw up plans

for a logistics hub at a former NCP car park in the City of London. British Land paid out £20m in 2021 for the Finsbury Square car park (which lies on the edge of the financial district between Moorgate and Liverpool Street) that it wants to turn into a last-mile logistics complex. The scheme is still at preplanning, but the developer has previously said the scheme could go down underground by as much as three levels with electric vans, scooters and bikes arriving to pick up parcels for delivery around the city. It has two other comparable sites in the middle of London which, along with Finsbury Square, total 317,000 sq. ft of space. This reflects the ambitions of the City of London to transform what it sees as redundant space in its car parks at London Wall and Minories and turn them over to last-mile logistics hubs.

British Land has ambitions in Westminster too aiming to submit a planning application to Westminster council for a new 127,000 sq. ft underground urban logistics hub at 5 Kingdom Street at its Paddington Central campus which has a further 211,000 sq. ft of consented office space, drawn up by Allies & Morrison, above it.

Last mile logistics means more cargo bikes taking goods, services and materials from these hubs that will spring up across all of UK cities, not just London. Amazon is investing in its own hubs and the obvious locations are car parks. This momentum is reflected in Barclays investing in Zedify, Pedal Me seeking new funding to boost their own expansion. Pedal & Post going from strength to strength and why DPD UK has announced the acquisition of the leading London final mile courier company Absolutely. Transport for London has a freight strategy that places cargo bikes as a core element, they are looking at how bikes can help with the movement of goods and services from piers along the Thames.

The need to professionalise

What’s important now is to share the good news about cargo bikes outside of the bike riding community and ensure end users, customers, investors, business improvement districts and transport authorities understand the potential. Because, as cargo bike advocates will tell you – the last mile logistics is the thin end of the wedge.

A cargo bike revolution is in motion. But as with all revolutions there are barricades involved. Mostly these are about money and perception. Change the perception and the money might flow. Hopefully, the investment from Barclays in Zedify is a sign of change in thinking by influential decision makers.

One critical way to make a change in mindset is for the cargo bike riders and the cargo bike operators to professionalise. So, it is great to report that the Bicycle Association is working to do just that. At the National Cargo Summit there was an announcement that the BA has brought together experts from within its cargo bike membership to work towards a standard, code of conduct and a training programme that eventually will lead to accreditation. The goal is for someone such as the Metropolitan Policy cycling team, led by Sgt Mike Daly to know what good and bad cargo bike logistics operating practice is. The goal is to give a benchmark for the naysayers and critics and reinforce the faith shown by organisations such as TfL and the City of London.

Rider training and standards will also reassure customers and end-users, not least in the operators and managers of buildings and facilities where deliveries are being made. Right now, there are many examples of riders being turned away, denied entry to loading bays as a perceived safety risk or simply being told – ‘you can’t leave that bike there mate.’

Chris Dixon, co-founder and chief cycling officer at cycling logistics firm, Pedal Me explains: “In certain spaces we simply aren’t allowed in. On the ‘Goods In’ side, it causes us inconvenience in getting jobs done quickly, which makes us less efficient and more expensive as a service. We either must go through reception into a business (which in many buildings is forbidden) or inconvenience the recipient by having them come and collect (unproductive for the person receiving), or take goods in as a pedestrian which can make deliveries lengthy. Fine if you’re carrying a bunch of keys, less so if you’re hauling boxes of office supplies. Which we do because we replace vans.”

Cargo bikes are a new entity. Despite massive acceptance in Europe, a 25 per cent increase in commercial sales in the UK and popularity in the media, the world of workplace does not know what to do with cargo bikes or the potential they represent. Bikes are seen as a risk by security and reception teams alike. Whilst the riders know what they are doing, staff overseeing loading bays refuse entry on safety grounds. Cargo bikes do not comply with operator and maintenance manuals, or any form of schedule. They do not compute. Hence the advantages of someone in an office hiring a cargo bike logistics operator are undermined by the facility management (FM) systems employed to manage and maintain buildings.

Leigh Gravenor, senior consultant with MP Smarter Travel says: “There should not be an issue, but there is because of perception. Sharing space with large vehicles in spaces designed for large vehicles is regarded as a potential conflict by building managers. Whilst riders can and will work around infrastructure designed for cars, vans and lorries, loading

and unloading can be difficult for riders, e.g., a loading bay with a raised docking area can mean riders lifting large loads up steps for longer distances. Which is worse. To complicate things further there is little or no guidance from the FM teams, or their clients, the commercial real estate teams. Staff and riders aren’t always clear where they are supposed to deliver to. This can cause conflict and unnecessary stress.”

Operating with zero emissions

There is huge inconsistency between sites. General misunderstanding. And a massive, missed opportunity. Cargo bikes can do exactly what a van can do – but with zero emissions. So, if you survey exactly what is ordered and despatched in and out of your workplace you can see not just where savings can be obtained, but emissions cut too. Cargo bikes cut out the risk of parking issues such as penalty charge notices (PCNs), which on average cost a fleet £1,500. They have more freedom to park, and can get closer to their destination, reducing travel time and improving reliability.

“The good news is that developers are taking note of this kind of evidence in numerous industry and academic reports, they are seeing it for themselves too,” says Neil Webster, director with Remit.

“In our report for the British Council for Offices (BCO) about cycling and the modern workplace we focused on the active travel route to work and end of ride facilities. These lessons have been accepted. I am now less likely to be turned away at reception from a landmark office because my Brompton is defined as a security

threat. That must apply to cargo bike logistics. The irony is that many developers are actively involved in creating logistics hubs to increase the efficiency of last mile deliveries. What we need now is for the FM community to change its behaviours and make it easier for the cargo bike logistics operators to do their job and help decarbonise our workplaces,” says Neil Webster.

“We as an industry can help with that,” says Chris Dixon. “Operators like us, and the Bicycle Association (BA) are working towards wellinformed regulatory framework that allows for the creation of green work and skilled, lowcarbon jobs. Then businesses can adhere to that, perceptions can change and trust in loading bays and reception areas can grow. We need a framework that allows for professionalisation – something that reassures our customers and especially their building managers.”

Innovative facilities management

Unfortunately, right now, there are very few FM and CRE organisations that understand cargo bikes. They still do not see them as mainstream. At best, they are treated like a novelty still. There is an exception. Bouygues Energies & Services. The FM service provider is using 15 cargo bikes across the UK, mainly at campus sites for the NHS and Kings College London and it means that five per cent of its fleet is now bikes. Bouygues Energies & Services regional director, Simon Hayman, explains:

“Transport is our single largest source of CO2 emissions – so Bouygues Energies & Services made the commitment to take positive action to reduce ours and our clients’ carbon footprint. Bikes are an obvious and effective solution.”

Their operatives have embraced the idea, undertaken rider and manual handling training, adopted new ways of working and seen improvements in their health and well-being.

“For me one of the best outcomes from us adopting the use of cargo bikes is the improved air quality. Not only does this green initiative lessen our impact on the environment, but also improves air quality in highly polluted urban areas by taking diesel vans off the road, an important driver for the NHS,” says Simon Hayman. What Bouygues Energies & Services is highlighting here is the wider role of cargo bikes. They in fact, are doing the hard part – using cargo bikes for last mile logistics is the easy bit. L

Cargo Bikes

Future proofing your fleet to meet net zero

GreenFleet TALKS

with Simon West-Oliver from AssetWorks

GreenFleet Ambassador Kate Armitage is joined by Simon West-Oliver, Sales & Business Development Director at AssetWorks, to discuss future proofing your fleet on the road to net zero

The role for hydrogen in cleaner mobility

A number of routes now exist to using hydrogen, giving fleet operators a zero-carbon fuel while still having the full operational capability of diesel vehicles. Amanda Lyne, chair of the UK Hydrogen and Fuel Cell Association and managing director of ULEMCo, shares some recent innovations

While cars increasingly transition to EV technology, other sectors, such as haulage, construction and agriculture, are harder to electrify. Many fleet operators are looking for a more flexible match to their existing operational processes, and are not convinced that battery solutions alone will meet their needs.

While it may not be the ultimate solution, using hydrogen to replace conventional fuels enables commercial fleets to benefit from using a zero-carbon fuel right away, while still having the full operational capability of standard diesel vehicles. A number of routes now exist to using hydrogen, and these offer a more practical approach for many of these applications than pure electric vehicles. Hydrogen offers faster refuelling and a higher on-board energy density than batteries, and this satisfies utility vehicles that require sustained high-power levels for their operation. With back to base operations like refuse collection, fire engines, water bowsers and so on, the lack of a current nationwide infrastructure (hydrogen fuelling or recharging points) becomes less of a problem.

With nearly half a million heavy duty trucks on the road in the UK alone, and all of them needing to be decarbonised by 2050, the need for fuel innovation is pressing. For the transport sector to develop in line with the government’s ambitious “net zero” climate targets, new thinking and approaches to decarbonising transport and off-highway vehicles are needed. On top of that, marine applications, airport vehicles and static plant such as construction equipment, generators and so on provide further opportunities for clean, practical solutions to power generation.

One company that has developed a number of different approaches to enabling hydrogen for clean mobility is ULEMCo, based in Liverpool. The firm already supports a fleet of around 100 vehicles across a range of hydrogen hubs in the UK. Importantly, these are practical, economic routes that fleet managers can take today, while we continue to develop long-term solutions.

Dual-fuel

Currently in deployment is an innovative dual-fuel approach, allowing hydrogen to be mixed with diesel directly in a conventional engine. Hydrogen fuel can then supply up to 70 per cent of the energy delivered, with a corresponding CO2 emission saving at the tailpipe. Since existing engine designs are used, this is a fast and costeffective route to zero emission fleets. Critically for practicality, with a dualfuel set up, the operator has the fallback of diesel even if hydrogen is not available, so the risk of deploying new technology and a new fuel is mitigated. Current applications for this dual-fuel strategy include refuse trucks, sweepers, gritters, water bowsers and other specialist vehicles supplied to forward looking authorities such as those in Aberdeen, Glasgow, Oxfordshire and Yorkshire. A further benefit can be obtained by deploying a hydrogen dual-fuel conversion

in which HVO – for hydrotreated vegetable oil – is used in place of diesel. It can be sustainable if it is produced from a wastederived feedstock that does not contribute to deforestation. Combining this with the zerocarbon fuel hydrogen opens up the exciting opportunity for negative carbon solutions.

Fuel cells

A second approach sees the integration of a fuel cell unit as a base electric range extender. These systems work with electric drive systems, and use a fuel cell to convert hydrogen to electricity. The maturity of the technologies is important here, and the relative economic case too.

ULEMCo with its partners has developed the world’s first purpose built zero emission emergency ambulance, incorporating a hydrogen fuel cell in the powertrain, which can be refuelled quickly and is capable of up to a 300-mile range.

Studies have shown that zero emission battery electric fire tenders – in combination with hydrogen fuel cells and a minimum of 8kg of onboard hydrogen fuel storage – will meet all current requirements for flexibility, emergency response and the water pumping requirements. This will be invaluable particularly in rural and semi-urban services, and for specialist HGVs with power take-offs, where batteries alone will not provide the overall energy needs of the application. The combination of stored energy in the batteries and hydrogen fuel which can be refuelled rapidly, are needed to ensure the ‘always ready’ rapid response requirements of the operation.

A second conclusion from recent work was that this onboard energy strategy incorporating hydrogen fuel could be met within the existing vehicle design, with no compromise to the equipment installation, and therefore would speed up the potential deployment of zero emission vehicles in these types of applications.

Internal combustion

An even more radical approach under development at ULEMCo allows conventional vehicle engines to be run on 100 per cent hydrogen fuel, which with a bespoke design E

Currently in deployment is an dual-fuelinnovativeapproach, allowing hydrogen to be mixed with diesel directly in a conventional engine

Hydrogen

 and whole vehicle system approach can be optimised as diesel-equivalent, thermally efficient engines that have immeasurable NOx emissions. Currently close to completion is a project to convert an aircraft tow tug vehicle to an electric hybrid powertrain running with a 100 per cent hydrogen zero emission combustion engine. This builds on the success of a trial of 100 per cent hydrogen static genset engines. It should be noted that versions of ultra-low emission vehicles with hydrogen combustion engines are not yet commercially available, and they will not have some of the other benefits that have been seen with fuel cell electric vehicles – such as a quieter and smoother driving experience, which may be valuable to operators.

Hydrogen as a ‘synthetic fuel’ While hydrogen can be produced synthetically by hydrolysis, it doesn’t generally get that epithet. Today’s discussions of synthetic fuels tend to focus on biodiesel, methanol, HVO and many other more exotic materials. Indeed, hydrogen is often used to produce synthetic fuels and can even reduce CO2 by combining with it to produce methanol. Synfuels face number of hurdles to achieve acceptance. Vehicle OEMs will want to test thoroughly before approving them for use in their engines, and will look for a drop-in replacement for current fossil fuels. Production volumes are very small at present, meaning costs are relatively high. Company boards may be reluctant to

commit to the large capital requirement of a new production line if they perceive electric vehicles to be the immediate future. While synthetic fuels can be produced from renewable energy sources, the process still generates carbon emissions, which can limit their potential as a lowcarbon alternative to fossil fuels. Happily, should synthetic fuels gain currency, then hydrogen may potentially be used alongside. In one recent initiative, announced by ULEMCo last year with Keenan Recycling, a waste collection truck was converted to dualfuel, combining hydrogen with HVO, giving the opportunity to address both direct tailpipe CO2 emission reduction from the hydrogen (typically 30 per cent), along with the use of a sustainable fuel that can avoid up to 90 per cent of net CO2 emissions. This was the first dual-fuel refuse

truck of its kind in the UK, and makes use of the hydrogen refuelling hub in Aberdeen. The adoption of any new approach to achieving net zero in transport, agriculture and construction applications will require significant investment in infrastructure, technology, and public awareness to overcome the challenges and achieve widespread adoption. However, HGVs, utility and heavy-duty vehicles now have several viable routes to zero emissions with normal operations, and hydrogen is squarely part of the solution in these applications. We are encouraged to see the current working fleet grow across a range of hydrogen hubs in the UK. L

FURTHER INFORMATION

www.ukhfca.co.uk

www.ulemco.com

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