Commercial GreenFleet May 2021

MAY 2021

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COMMERCIAL VEHICLES

DECARBONISING TRUCKS

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INTERVIEW

ELECTRIC VANS

THE ROAD TO ZERO Making zero-emission trucks and vans a reality in the UK

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HYDROGEN

Vauxhall unveils plug-in hydrogen electric van

Vauxhall has unveiled a plug-in hydrogen version of its Vivaro van, which has a hydrogen range of up to 249 miles, and an electric range of 30 miles.

Vauxhall expects right-hand drive Vivaro-e HYDROGEN vehicles to arrive in 2023 while sister brand Opel plans to start delivering the first left-hand drive vehicles to fleet customers in autumn/winter 2021.

Paul Willcox, Managing Director, Vauxhall, said: “Vauxhall is already leading the way with an all-electric van range, and now we are set to add hydrogen to the line-up as an efficient energy system of

the future. Vauxhall-Opel has more than 20 years of experience in developing hydrogen fuel technology which offers zero emissions-in-use, a long driving range and ultra-fast refuelling. We are already in contact with UK fleet operators that want to go the extra mile on sustainability and we look forward to bringing Vivaro-e HYDROGEN to the UK soon.”

The new fuel cell electric vehicle (FCEV) is based on the existing battery electric Vivaro-e with two sliding side-doors. The plug-in fuel cell concept of the Vivaro-e HYDROGEN enables the integration of the whole fuel

cell system with the existing traction motor under the bonnet of the production vehicle.

In addition, the battery of the Vivaro-e BEV is replaced by three 700- bar hydrogen tanks.

The carbon-fibre cylinders can be filled in just three minutes, giving a range of 249 miles.

Thanks to the smart packaging, the battery electric version becomes a fuel cell electric LCV without any modifications to the body and with no impact on the 5.3m3 to 6.1 m3 of cargo space, while the payload increases to 1,100kg.

The Vivaro-e HYDROGEN with its 45kW fuel cell is capable of generating enough power for continuous motorway driving, while the 10.5kWh lithium-ion battery, located under the front seats, provides dynamic peak power when required – for example, at start-up and under acceleration. Since the battery covers power needs in such situations, the fuel cell can run at optimum operating conditions.

The battery also enables regenerative braking, while the plug-in capability offers the opportunity to recharge the battery externally if necessary, such as at a public charging station, providing 31 miles of pure battery electric range.

READ MORE https://tinyurl.com/up6jbjpz

CF ELECTRIC

Extended E-range Go 200 kilometres!

DAF’s latest CF Electric truck extends fully electric driving to an unprecedented range of 200 km. With a powerful e-motor, high-performance battery pack and fast charging time, it’s ideal for high-payload distribution in urban areas.

And with zero emissions and low noise, the CF Electric meets both environmental regulations and the demands of your business.

Visit www.daf.com/cf-electric

A PACCAR COMPANY DRIVEN BY QUALITY

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ALTERNATIVE FUELS

ELECTRIC TRUCKS

World’s largest public access biomethane station to open

Volta to launch four electric commercial vehicles by 2025

CNG Fuels will open what is reported to be the world’s largest public access biomethane refuelling station for HGVs by the end of the year.

Construction has begun on the Avonmouth station, near Bristol, and will serve the busiest freight routes in the UK. It will be capable of refuelling 80 HGVs an hour from 14 high speed dispensers and joins six existing refuelling stations already operational across the UK, enabling fleet operators to deploy low-carbon deliveries from Inverness all the way down to Cornwall.

CNG Fuels expects to open a further 14 stations by the end of 2022 in response to growing demand from household brands.

The fuel supplied by CNG Fuels is renewable and sustainable biomethane, approved under the Department

for Transport’s Renewable Transport Fuel Obligation (RTFO) scheme. Renewable biomethane is the lowest carbon, most cost-effective alternative to diesel for HGVs – it is 35-40 per cent cheaper and cuts greenhouse gas emissions by 85 - 90 per cent.

From next year, CNG Fuels will dispense fully carbon neutral fuel by sourcing biomethane from manure. The gas is currently sourced from waste feedstocks, such as food waste.

The station will be located in the heart of the main logistics hub in Avonmouth on the outskirts of Bristol, connecting the Midlands and London to Cornwall, Devon and South Wales.

READ MORE https://tinyurl.com/3t2b3dh6

Volta Trucks has announced its Road-to-Zero Emissions strategy, with plans to launched four full-electric commercial vehicles by 2025.

Building upon the success of the Volta Zero, Volta Trucks plans to expand its product portfolio with 7.5-tonne, 12-tonne, 16-tonne and 19tonne weight categories.

The 16-tonne Volta Zero will be the first vehicle delivered, with pilot trucks built by the end of 2021, and series production starting around 12 months afterwards. This vehicle is currently in the engineering development phase, with early prototype testing due to start shortly.

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Production of the 16-tonne vehicle will be closely followed by the largest 19-tonne and midsize 12-tonne variants in 2023.

A pilot fleet of the smaller 7.5tonne vehicles is expected to be launched for customer trials in the same year, with production commencing in late 2024. These later vehicles are currently in the early design development phase.

Given the strength of market demand for the 16-tonne Volta Zero, Volta Trucks will accelerate its market entry with a Europe-first strategy, followed by US and Asian cities.

READ MORE https://tinyurl.com/kc5de45k

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Vivaro-electrifying British business

Winner of International Van of the Year 2021 New all-electric Vivaro-e

Carries British business

Fuel economy and CO2 results for the New Vivaro-e Elite L1 3100 100kW (136PS) – 75kWh battery. Mpg (l/100km): N/A. CO2 emissions: 0g/km. Electric range up to 205 miles (WLTP).

The New Vivaro-e is a battery electric vehicle requiring mains electricity for charging. Range data given has been determined according to WLTP test procedure methodology. The figures shown are intended for comparability purposes only and should only be compared to other cars tested to the same technical standard. The range you achieve under real world driving conditions will depend upon a number of factors, including but not limited to: the accessories fitted (pre and post registration); charging frequency; personal driving style; vehicle payload and route characteristics; variations in weather; heating/air conditioning; pre-conditioning and battery condition. Please note, EV range assumes that vehicle has been pre-conditioned prior to journey.

WLTP figure includes 50% payload. Please note, EV range is achieved in ‘normal’ mode. ‘Power’ mode will decrease range and ‘Eco’ mode will extend range although power, torque and climate control are limited. For more information, contact your local Vauxhall Retailer.

Logistics UK’s Denise Beedell

EV CHARGING

DAF introduces charging stations for electric trucks DAF Trucks has launched charging stations for its LF Electric and CF electric trucks.

Power levels on the PACCAR chargers range from 20 kW to 360 kW, while mobile chargers with power levels from 24 kW to 40 kW are also available.

The 20 kW to 50 kW PACCAR chargers support the daily operations of an individual truck that can be charged during the evening or at night.

Designed for fast charging, the 120 kW and 180 kW PACCAR chargers are suited for fleets operating electric vehicles on multiple routes or in multiple shifts. The 180 kW unit provides the power to charge most truck types in less than three hours.

The most powerful version is

the 350 kW PACCAR charger, an ultra-fast solution that can charge vehicles at full rated power in less than two hours or fast charge two vehicles simultaneously.

The mobile chargers are ideal for road side assistance or in workshops, where maximum flexibility is needed in the charging infrastructure.

Customers can purchase the PACCAR chargers from DAF dealers and TRP store locations.

The complete range of electric vehicle charging stations is backed by a two-year warranty.

READ MORE https://tinyurl.com/9y3mpksu

MOBILITY SOLUTIONS

Citroën launches LCV version of its electric AMI two-seater Citroën has launched an LCV version of its compact, electric AMI two-seater mobility vehicle, which is designed for lastmile delivery service providers and other organisations operating in urban areas.

The interior has been redesigned, with the main change being the removal of the passenger seat, which has been replaced by a seven-part polypropylene module that can hold up to 260-litres and 140kg of cargo or goods. Coupled with the interior storage already present on-board, MY AMI CARGO is able to offer a total load capacity of 400-litres.

Also included is a vertical, separating partition between the driver and cargo area. This has been positioned to provide optimum space between the driver and the cargo, ensuring the driver is protected and can enjoy driving in comfort.

A cleverly designed recess in the separating partition gives the driver sufficient space to operate the handbrake without any obstructions.

A secondary shelf unit can hold up to 40kg and has been designed to work either as a

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storage unit or as a mobile desk. It also features an A4 size cut-out that can hold forms or other items of paperwork firmly in place. The shelf is adjustable and can be moved towards the driver for better access, or tilted towards the passenger door if required.

The shelf can also be removed completely, to maximise the storage space available.

The cargo floor in new MY AMI CARGO can be raised and locked vertically, so as not to obstruct the cargo zone, or lowered into a horizontal position to match the level of the vehicle floor. This latter position allows the user to carry longer objects with a maximum length of 1.20m.

Cargo retainers are provided to secure fragile items.

New MY AMI CARGO features the same 5.5kWh lithium battery pack found in AMI and can be fully charged from a standard domestic socket in just three hours, giving it a range of 47 miles.

READ MORE https://tinyurl.com/4rsx9ztf

The use of Biomethane for HGVS With the government’s deadline to achieve net-zero transport emissions set for 2050, and a current gap in the market for mass market zero emission heavier vehicle alternatives, biomethane is becoming an increasingly popular choice for this vehicle class and may play a vital role towards decarbonising road freight.

The Low Emission Freight and Logistics Trial (LEFT) is currently taking place to enable operators to trial and assess new and emerging technologies and has been key in demonstrating that dedicated gas vehicles are reliable, have no methane slips and offer a viable alternative to diesel. Furthermore, renewable biomethane is a cost effective, low-carbon alternative to diesel for HGVs; it is estimated to be 35-40% cheaper and its use can reduce greenhouse gas emissions by up to 85%.

Produced from organic waste feedstocks, using anaerobic digestion of wastes or gasification to remove any CO2, biomethane is compatible for use in natural gas vehicles. HGVs using this renewable natural gas operate on a mileage range of around 300-500 miles, depending on the model. And, with the majority of England and Wales within a 300-mile round trip of a biomethane refuelling station and construction started on another near Glasgow, Logistics UK members such as Warburtons, Hermes, John Lewis and Asda have also recognised the benefits and have adopted its use.

It is encouraging to see such progress being made, and Logistics UK is urging the government to introduce long-term grants and better support all operators looking to purchase low carbon vehicles and fuels. While developments continue to be made, the business group is also calling on government to include gas vehicles and biomethane within the eagerly awaited Transport Decarbonisation Plan, set to be released by government in the next few weeks. The industry is keen to play its role in meeting decarbonisation targets, but this must be supported by the government.

Logistics UK is one of the UK’s leading business groups, representing logistics businesses which are vital to keeping the UK trading, and more than seven million people directly employed in the making, selling and moving of goods. With COVID-19, Brexit, new technology and other disruptive forces driving change in the way goods move across borders and through the supply chain, logistics has never been more important to UK plc. Logistics UK supports, shapes and stands up for safe and efficient logistics, and is the only business group which represents the whole industry, with members from the road, rail, sea and air industries, as well as the buyers of freight services such as retailers and manufacturers whose businesses depend on the efficient movement of goods.

FURTHER INFORMATION For more information about the organisation and its work, including its ground-breaking research into the impacts of COVID-19 on the whole supply chain, please visit logistics.org.uk Denise Beedell, policy manager for vans and urban, Logistics UK

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Sponsor’s Comment

Maxus – going the extra mile Having launched its first electric LCV more than five years ago, Harris MAXUS is proud to once again join forces with GreenFleet in a shared goal to achieve a carbon neutral motoring industry through education and by supporting the switch to greener fleets MAXUS, which is manufactured by SAIC and distributed in the UK by Harris MAXUS, is a market leading EV brand and the one customers can trust to always go the extra mile.

Innovation Last year, LDV rebranded to MAXUS, aligning the UK and all other right hand drive markets with the globally recognised brand name. This was followed by the launch of two brand new platform EVs, the eDELIVER 3 and eDELIVER 9, backed by an ongoing £2 billion innovation investment by SAIC. Both models have reaped the benefits of this investment and feature the latest in lithium battery technology and cutting-edge design.

Designed from the ground-up for electric power only, the eDELIVER 3 is a small van that can clock up to 198 miles on a single charge. With a 92KW motor, there are two battery options from which to choose: 35kWh and 52.5kWH. Using a DC fast charger can top up the batteries in as little as 40 minutes. Available in a number of variants with several battery and wheelbase options, the eDELIVER 3 is a fantastically versatile vehicle that suits a wide range of business needs.

Its bigger brother, the eDELIVER 9 has it all in terms of spec and space and it too is 100 per cent electric. The eDELIVER 9 perfectly illustrates MAXUS’ focus on

innovation, customisation and greener motoring, with no compromises. Everything about this van is of superior quality and showcases the very best in EV engineering.

Available in two size options, this van offers a remarkable range, clocking up to 219 miles on a single charge and operating with a high power 150KW low energy motor.

The vehicle offers three battery options 51.5Kwh, 72Kwh and 88.55 Kwh (LH) with various battery cooling methods, which reduce charging time (DC 45mins (5-80 per cent), as well as extending battery life and increasing the operating range.

Disappointment as EV grant drops Earlier this year, the government announced a lowering of the OLEV plug-in grant, which, according to general manager of Harris MAXUS, Mark Barrett was a retrograde step.

“Despite the exponential increase in sales of EV vehicles, the market is still at an early stage of adoption and incentives are vital to encouraging drivers and fleet buyers to make the switch to greener motoring,” he said. “If we are to move to a zero-emission market, significant government supports are needed given the current higher cost of EV vehicles. A lower EV grant has the potential to stall the good progress being made in meeting the lower emission targets, so the timing was really unfortunate,” said Mark.

Notwithstanding the government’s announcement, MAXUS has committed to doing all it can through innovation, education and choice, to support people who want to make the switch and understand not only the benefits, but also the real TCO (total cost of ownership) of buying and running an EV van.

New UK HQ As part of The Harris Group’s commitment to the market, a new HQ at Birchwood Park, Warrington in February was unveiled in February, affording the business added capacity to increase its existing operations in the region.

The 24,239 sq. ft Birchwood Park HQ now houses MAXUS’ UK-based employees as well as a distribution centre for Harris CAS, the company’s spare parts division. It will also include an EV technical centre to supplement the new MAXUS training academy that was established in HQ in Dublin.

The strong network links surrounding Warrington was a key decision in Harris MAXUS’ choice of location, with the headquarters situated close to the M6 and M62 motorway interchange, providing excellent links to the surrounding region and beyond.

Mark Barrett said: “The acquisition of a UK HQ was an important step for our business activities. MAXUS has become a recognised leader in the electric vehicle sector, and we are well positioned for growth as electric vehicles become more and more popular. We are currently forecasting growth of between 200 to 300 per cent in 2021/22 and have plans to expand our network of dealers right across the UK.” As the sole distributor for the MAXUS range of vehicles in the UK and righthand drive markets in Europe, The Harris Group delivers a significant number of vehicles every week to an extensive network of dealers across the UK. Up until now, all operations for MAXUS UK had been overseen from Harris’ Global Headquarters in Ireland.

Harris MAXUS is one of the few OEM manufacturers in the UK that can offer a full fleet of EVs right now and invites anyone interested in making the switch, or learning more about how to make the switch, to get in touch with their local MAXUS EV dealer who will always go the extra mile. L FURTHER INFORMATION www.saicmaxus.co.uk

May 2021 | COMMERCIAL GREENFLEET

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Decarbonising Trucks Written by Brian Robinson, Zemo Partnership

ROAD TO ZERO

Accelerating the transition to zero in UK freight still leave the UK “a long way short” of what is required, the CCC says.

The policy ‘gap’ will, we hope, be at least partly filled with the imminent publication of a new Transport Decarbonisation Plan.

Electrification of transport in all its forms, will be front and centre of the Plan and, though there are many doubters about the prospects for electrifying some freight applications, recent studies have been bullish In April this year, the Government raised the about the chances of technical advances and stakes again in agreeing with the watchdog cost reductions leading to inroads into Committee on Climate Change’s targets every area of the truck sector. for the Sixth Carbon Budget. A new

A new report from legally-binding commitment the US Dept of Energy’s to cut greenhouse gas Freight Lawrence Berkeley (GHG) emissions by 78 operato National Laboratory per cent by 2035 is r s c an’t fai and the University expected to be backed l to be aware t of California, for

by Parliament in July. h a sales of t a ban on example, says that diesel t zero emission freight Keeping check r i ucks s being vehicles are becoming of reality st an increasingly realistic Freight operators can’t mootedrongly a prospect due to dramatic fail to be aware that policy s declines in battery a ban on sales of diesel prices and improvements trucks is being strongly in their energy density. mooted as policy to follow

The report says that at the 2030/5 phase-out of petrol current global average battery pack prices and diesel IC-engines in light vehicles of $135 per kilowatt-hour (kWh) (realizable and will be the subject of a consultation. when procured at scale), a Class 8 electric However, many have pointed out that the truck with 375-mile range and operated 300 rhetoric is running way ahead of the policy miles per day when compared to a diesel truck and practical reality. The Government’s offers about 13 per cent lower total cost of own figures show that current plans

While there is no date yet, the government is consulting on when it would be feasible to ban the sales of diesel trucks. HGV operators will need to keep their eyes firmly on the ball on present and emerging low and zero emission technologies, as well as what they can do now to decarbonise their operations When, two years ago, the UK became the first major economy to pass a law requiring the UK to bring all greenhouse gas emissions to net zero by 2050 it was clear that aiming for ‘low carbon’ was no longer ambitious enough.

In the subsequent ‘Ten Point Plan’ the implications for road transport became clearer with the signalling of a rapid move to zero tailpipe emission vehicles and clean energy to power them.

One, amongst several, responses of the, then, Low Carbon Vehicle Partnership was to begin steps to change the name and brand to a moniker that better reflected where we’re heading in road transport.

So, LowCVP became Zemo Partnership, the new name intended to help convey the sense of urgency with which we need to transition to zero emissions in transport.

While much of the media focus has been on the phase out of petrol and diesel in cars and vans, the critical role of commercial vehicles is also now receiving much attention.

There’s been no sense of the pace of change slowing either; rather the opposite.

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ownership (TCO) per mile, leading to a threeyear payback. Battery prices are projected to decline to about $60 per kWh by 2030.

The study says, however, that strong policy support will be needed to see these prospects realised soon. Researchers make the case for prioritising public policy, including early-adopter subsidies, to help electrify long-haul trucking, which they say, would deliver huge emissions reductions.

Some significant electric trucks are on the market already. Scania, Renault and Volvo have recently launched a range of medium and large electric trucks and more are promised from these and several other manufacturers. Tesla’s Semi is expected to go into production in the US later this year and new entrant Volta Trucks has just launched four fully electric trucks up to 19 tonnes.

Low emission freight trials Zemo Partnership (as LowCVP) was a leading partner in the Low Emission Freight and Logistics Trials (LEFT) which reported last autumn. LEFT was a £20 million government-funded programme (20172020) to cut emissions and improve air quality by focusing on emissions-busting technologies for trucks and vans (and their fuels). An additional £12m was contributed by private sector trial participants.

In these industry-led trials, everything from renewable hydrogen fuel and battery electric trucks through to biomethane fuel, kinetic energy recovery systems and even lightweight and aerodynamic trailers were put through their paces. They’ve been trialled in all driving operations to show how low and zero emission alternative technologies can make a difference both now and in the future, in UK fleets.

The report categorised each technology as ‘Revolution’, ‘Transition’ or ‘Evolution’ depending on the potential contribution to the net zero agenda. Revolution technologies included battery electric vehicles, while transition technologies were range-extended electric vehicles (REEV), dedicated gas vehicles and those powered by hydrogen/

A report has shown that zero emission freight vehicles are becoming an increasingly realistic prospect due to dramatic declines in battery prices and improvements in their energy density gas dual fuel. Evolution technologies included lightweight & aerodynamic trailers and kinetic energy recovery systems (KERS) The trials found that a wide range of all these categories of technology and alternative fuels can all help to decarbonise commercial vehicles and road freight both in the next few years and further, to 2050.

The report showed that there is an acceleration in the rate of innovation towards lower emissions in the freight sector but there’s still a long way to go and we’re still working on developing our understanding of the best technical options for different uses.

The LEFT programme has significantly added to our understanding of the different options and shines a light for fleet managers on the directions they can take now to cut emissions from their fleets.

For many, the ‘revolutionary’ technologies are not yet perceived to be a viable option, especially for long-haul and heavier trucks.

For this reason, Zemo Partnership has been working with Government on developing the trials of future zero emission truck technologies but also to raise awareness about how, in the short to medium-term, significant emissions cuts can be achieved through the adoption of renewable fuels for freight uses.

Renewable fuels Renewable fuels can realise greenhouse gas well-to-wheel emissions reductions of over 80 per cent and help to ensure that the UK meets the legal nearer-term targets such as the UK’s Fourth and Fifth Carbon Budgets.

A study recently published by Zemo Partnership shows the range of

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high blend renewable fuels (HBRF) available to the HDV sector.

To provide operators with better information about the fuels they’re using and to support the HBRF report, Zemo Partnership recently also launched a new Renewable Fuels Assurance Scheme (RFAS) for high blend renewable fuels. The scheme gives fleet operators robust information about the GHG and wider sustainability performance of renewable fuels supplied in the UK. The RFAS approves companies supplying high blend renewable fuels based on meeting three key performance criteria, with evidence verified by an independent auditor complementing the safeguards included in the Renewable Transport Fuel Obligation (RTFO).

As well as the challenge of decarbonisation, many operators need to tackle air pollution and are faced, in particular, by the introduction of clean air regulations in various cities around the UK. Retrofit technology Zemo Partnership recently published an updated Clean Vehicle Retrofit Technology Guide to highlight the role that various retrofit technologies can play in improving air quality by cleaning up the existing vehicle fleet.

The new guide gives vehicle operators and local authorities an understanding of national frameworks for improving air quality, providing case studies of a range of accredited retrofit technologies that achieve Euro VI-equivalent levels of emissions through the Clean Vehicle Retrofit Accreditation Scheme (CVRAS).

It’s clear that the freight sector will continue to come under increasing pressure to move to zero emission solutions but where electric or other options are not yet available, by using renewable fuels and Euro VI level retrofit emission controls, operators can dramatically decarbonise and cut locally polluting emissions in their current operations and vehicles.

Electric – and, potentially, hydrogen – solutions are coming down the track (are even here today in some incarnations) and will increasingly vie for operators’ attention.

Operators will need to keep their eyes, more than ever before, firmly on the ball and to accelerate the introduction of the most suitable low and zero emission technologies for their particular operating profile. L

Zemo Partnership is a membership organisation working with government and focused on delivering the transition to zero emission in road transport.

FURTHER INFORMATION www.zemo.org.uk

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Hydrogen

ROAD TO ZERO

Why hydrogen is key to zero-emission goals Hydrogen’s high energy content and its multiple zero carbon production pathways combine to make it a central pillar of any serious decarbonisation plan, writes Jo Bamford Hydrogen fuel cell technology is ready to be rolled out now in the commercial sector.

The UK government’s target to reach carbon neutrality can provide the foundation for the country’s economic recovery as we emerge from the pandemic. Interestingly, the transport sector which has been majorly impacted by lockdowns and lower passenger demand is ripe for uptake of newer business models involving lower upfront capital expenditure whilst delivering on local air quality and carbon free travel solutions.

Hydrogen’s high energy content and its multiple zero carbon production pathways combine to make it a central pillar of any serious decarbonisation plan. The everdecreasing price of wind and solar power has created the perfect ecosystem for large scale production of green hydrogen in the UK. From a geopolitical standpoint, we have a remarkable opportunity to set up long lasting infrastructure for energy self-sufficiency.

Key advantages of hydrogen as a transport fuel Hydrogen has high energy density – which means it is suited to even challenging applications such as heavy use vehicles (e.g. taxis) and in particular heavier vehicles such as buses, trucks and trains.

Hydrogen vehicles can be fuelled rapidly.

As a gas, hydrogen can be pumped onto a vehicle in roughly the same time it takes to refuel a conventional vehicle – this makes it particularly suitable for customers who prefer rapid refuelling as compared to a battery electric vehicle and government should ensure that the market can provide this choice.

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confidence to begin to transition their fleets What’s more, hydrogen can be generated from to zero emission models. Until there is clear multiple zero carbon sources. These include evidence of this, orders for diesel buses are renewable electricity (thereby encouraging likely to prevail over new zero emission models. renewable energy deployment by improving At the same time as introducing regulation business cases), any hydrocarbon coupled on the sale of new diesel buses, investment with carbon capture and storage, (leading to must begin in the necessary infrastructure. In neutral or even negative emissions), and even many cases, the roll out of new hydrogen from nuclear sources, all of which lead to buses in the UK is being held up an essentially zero carbon fuel. by the lead time required for Hydrogen is also affordable – a The refuelling infrastructure – up recent study by the Hydrogen decreas to two years in some cases.

Council of leading global in price of g Refuelling infrastructure companies with an interest wind and sola must be developed in in hydrogen demonstrates r p o parallel and even in that, by 2030, w e created r has advance of the roll out “Commercial vehicles, t h e perfect ecosyst of hydrogen buses for trains, and long-range e operators to be able transport applications scale pr m for large oductio to place order for new will compete with lown of green h buses with confidence. carbon alternatives” y d r o g e

It is known that zero due to reductions in cost n in the U emission propulsion systems driven by scaling up the K are more expensive today. To hydrogen mobility sector. unlock tomorrow’s pricing today, the entire value chain on the supply Allowing progress to happen and demand side will be required to take At this critical juncture when the international an integrated approach. By committing to a community is taking firm steps to address defined roadmap for transition of entire bus climate action, several small adjustments at the fleets, bus operators will provide necessary local and national levels, particularly in the short demand signals to enable infrastructure term, will be imperative for driving investment players to build production and refuelling in hydrogen based zero emission transport. For facilities to meet future fuelling demands. This example, in the UK potential reform to the Bus will also give the bus manufacturers better Service Operators Grant (BSOG) and Renewable leverage over their supply chain partners Transport Fuel Obligation (RTFO) should support through longer term procurement deals. green technologies rather than diesel fuel.

As the UK economy begins to turn the corner, Significant hydrogen refuelling infrastructure new business models will emerge. A case in needs to be built to give operators the

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SPONSOR’S COMMENT point is the model suggested by the CPT, which is working with major bus operators such as Wrightbus - alongside private financiers to pioneer an innovative bus leasing model which would significantly reduce the financial burden of transitioning to zero emission buses.

This model will enable operators to lease new zero emission buses on a monthly basis, rather than having to purchase buses outright, thereby reducing upfront costs and improving cash flow whilst passenger numbers remain low. Such an approach could accelerate the transition to a zero-emission bus network in the UK, increasing orders for zero emission buses, and supporting bus manufacturers in turn.

Finally, as a catalyst for change, the government should set a clear and ambitious trajectory for the whole bus network in the UK to reach zero emissions by 2050. Zero emission buses must start to be rolled out now if the UK is to stand a chance of replacing the whole fleet of buses in the UK – approximately 40,000 buses in total. At present, only around 500 of these buses are zero emission models. L

The role of hydrogen in meeting the UK’s transport climate targets

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Green entrepreneur Jo Bamford is one of Britain’s most significant business leaders, ensuring zero-emission transport is at the top of the political and consumer agenda.

Jo rescued Wrightbus from administration in 2019 and turned it into one of the most innovative bus manufacturers anywhere in the world, creating the planet’s first hydrogen double-decker bus and generating orders from London to Aberdeen.

FURTHER INFORMATION www.wrightbus.com

The Hydrogen Strategy Now campaign The Hydrogen Strategy Now campaign has been established by a group of leading businesses operating in the UK, united in the belief that the Government must establish a UK-wide hydrogen strategy.

Developing a clear, strategic plan such as this will unlock significant private investment in hydrogen technologies and manufacturing across the country, driving growth and creating green jobs.

As a collective, the campaign partners employ a combined total of around 100,000 people in the UK, and have a value of £100bn. They stand ready to invest up to £1.5bn in hydrogen projects and create thousands of jobs across the country.

Tom Chicken, CTO Fuel Cell Systems Ltd

At Fuel Cell Systems Ltd (FCSL), we believe that hydrogen and fuel cells will play a key role in achieving our climate objectives in the transport sector over the next decades.

In a recent government briefing to launch the UK’s first ever hydrogen transport hub in the Tees Valley, Transport Secretary Grant Shapps MP stated that the project will “establish the UK as a global leader in hydrogen technology, paving the way for its use across all transport modes and propelling us towards our net-zero goals.”

It sounds like a strong commitment and we hope it is backed up by an equal commitment to delivering the infrastructure needed by the transport sector to meet its emissions goals. A major stumbling block in the progress of hydrogen for transport has been the lack of an effective refuelling infrastructure. FCSL has been involved in hydrogen and fuel cells since 2003 and we have responded to this gap by developing a range of affordable refuelling products for the UK and European markets (read more in our feature).

We have delivered refuelling systems and services for a wide range of companies including vehicle manufacturers, the Met Police, the ZeroAvia passenger plane project, HydroLEX ( the first hydrogen powered passenger train in the UK) and most recently the Milford Haven Energy Kingdom. We have helped to accelerate research, development and promotional activities that would not have been possible were it not for the availability of our innovative refuelling solutions.

Overall, we would like to see a fairer distribution of investment and support in the battery electric and fuel cell electric vehicle markets. Both will play a key role in the future of transport. In the meantime FCSL is continuing to facilitate practical applications of hydrogen-powered transport. L FURTHER INFORMATION www.fuelcellsystems.co.uk

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Making hydrogen-fuelled vehicles accessible Fuel Cell Systems delivers flexible hydrogen refuelling, helping companies trial and introduce hydrogen powered commercial vehicles In the year the UN Climate Change Conference, COP26, will be hosted by the UK government and the target of achieving net zero carbon emissions by 2050 is reinforced with tough interim goals for 2030, commercial fleets are committed to reducing emissions.

However, they need support and some confidence that the infrastructure will be in place to help them achieve this goal.

Whilst different solutions will be suitable for different companies, government investment in hydrogen technology is beginning to increase, with £54 million of funding for three projects to develop hydrogen powertrain technology for commercial vehicles and buses.

Electric drivetrains powered by hydrogen fuel cells have an increased range, and a quick fill time compared to their battery equivalents, making them ideal for heavier vehicles and fleet operations. The most recent Carbon Budget Report from the UK Climate Change Committee (December 2020) states: “Hydrogen offers the closest user experience to current diesel operations. Given sufficient hydrogen refuelling infrastructure, fleet operators would be able to fill up vehicles either

in-depot or from filling stations en route as currently, or both. Hydrogen is also a particularly attractive solution for vehicles requiring longer independent range.”

Yet despite the increase in investment, this does not extend to refuelling infrastructure which remains a major limiting factor for the take up and even trialling of hydrogen powered solutions for transport. There are only 11 publicly available hydrogen refuelling stations in the UK. Analysis by Ricardo expects that around 500-600 hydrogen refuelling stations would be required by 2050 to support the use of hydrogen by larger HGVs only. If smaller vehicles were to use hydrogen in preference to electrification, this could increase to around 1,000.

Addressing the refuelling issue At Fuel Cell Systems Ltd (FCSL) we have been working with fuel cells and hydrogen since 2003. Tom Chicken, CTO at FCSL commented “We kept coming across the problem of where do you get your hydrogen from? So, we decided to do something about it. With our background in the fuel cells, we already knew how to use hydrogen and all the safety measures

you need to put into place and how to write control systems. We put all of that together and we’ve developed a range of low-cost hydrogen refuelling solutions.”

Our objective is only to deploy the equipment to meet the hydrogen need, enabling customers to trial hydrogen on a small scale first, at a suitable location or their own depot. We deliver hydrogen in the correct quantity, purity, pressure and location to fulfil our customers’ requirement.

Our newest product, HyQube, is modular and redeployable, so customers can start small if they need to, but with the opportunity to scale up over time. All solutions don’t need to be large scale, full refuelling stations. We can provide everything from a low cost, direct boost system through to a full 700 bar station with chilling.

We manufacture the products ourselves, ready for shipping, reducing what can be unworkable lead times across the industry.

There’s been huge interest across Europe and we are exporting units from our manufacturing premises in the UK to meet demand. Our other refuelling products include HyTruck, a hydrogen refuelling station in the back of a 7.5 tonne truck, which has been in constant use since 2016, to provide mobile refuelling for customers in the UK and Europe. It has recently returned from Sweden where it was used to enable winter testing of a new hydrogen fuel cell powered vehicle.

Tom Chicken added: “Our refuelling products are suitable for all types of transport, so we’re continuing to provide refuelling services for planes, trains and automobiles and we have two new projects in the marine market as well.

“One of our current UK projects is supporting development of the Milford Haven Energy Kingdom - a £4.5 million project exploring the vital role hydrogen could play in a decarbonised energy future, including the integration of heat, power and transport. We are busy delivering our refuelling products to customers across Europe and looking to expand the range of equipment we offer.

Refuelling is sometimes an afterthought in the development of hydrogen-powered transport products and our quick and agile approach to product development means we can respond to our customers to fit their timescales and requirements.” L FURTHER INFORMATION www.fuelcellsystems.co.uk

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ROAD TO ZERO

FedEx: Aiming for carbon-neutral operations Electrification of FedEx’s parcel pickup and delivery fleet is a key part of the company’s goal to achieve carbon-neutral operations globally by 2040. Dave Canavan, chief operating officer at FedEx Express Europe, tells GreenFleet about what the company is doing in Europe to meet its carbon targets In Europe, what is the target for electrifying FedEx’s fleet?

The sustainability agenda in Europe is moving fast and there is a growing desire to make our cities less polluted, less congested, and to promote healthier and safer forms of mobility in order to tackle emissions. The electrification of our owned pick-up and delivery vehicle fleet will be critical to achieving our sustainability goals and to playing our part in this significant collective effort.

We have set a global target for 50 per cent of all new pick-up and delivery vehicles to be electric by 2025 and 100 per cent of newly procured vehicles to be electric by 2030.

Electrification of our owned parcel delivery fleet will be a major milestone on our journey to net zero. We already have a number of zero-emission electric delivery vehicles and e-bikes serving FedEx routes in London, Frankfurt, and Paris, and we are excited about expanding our sustainable fleet in the future.

How many electric vehicles do you currently have globally?

By the end of FY20, we had advanced our global fleet of alternative fuels vehicles, reaching a total of 4,091 vehicles on the

roads, with our electric fleet alone amounting to 3,078 vehicles.

of our cities. For decades, ‘logistics sprawl’ has been driven by land scarcity and the search for economies of scale, with warehouses moving further away from city centres. This might be counterproductive, as greater distances mean more vehicle miles on the road and higher emissions. The past year has proved the essential role of logistics, and we should use this opportunity to encourage stronger collaboration between those designing our future cities.

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What is your charging infrastructure like and what are the future plans for it?

We are constantly analysing our operations, evaluating available infrastructure and solutions, to develop our roadmap to delivering in the zero emissions cities of the future.

We plan to overcome grid constraints by using a variety of charging infrastructure options, including multiple EV charging station options, energy storage, and clean power generation, using the options that best meet each site’s needs. We also expect to leverage smart charging and load management options to save on energy costs and avoid costly infrastructure upgrades.

In terms of electrifying FedEx’s ground fleet, what barriers do you anticipate and how can they be overcome?

We have made great strides in reducing both ground and aircraft emissions, but two main challenges remain, and we have to continue working collaboratively across industry and government to address these.

Part of FedEx’s carbon One challenge is the availability of neutral plans are to invest in appropriate charging infrastructure alternative fuels to reduce to support the mass rollout of electric emissions. What alternative vehicles. Addressing this requires fuels are you using, aside from collaboration across both the private electric power? and public sectors, as well as significant Almost half of the emissions investment. As governments emerge generated by road transport from the pandemic and look in Europe come from to ‘build back greener’, freight transportation, we are seeing more Electrifi so we recognise there and more momentum c a t of our o ion is room to make a in this space. big impact if we can Another challenge parcel d wned adopt zero emission is the historic e l i v fleet w solutions as soon movement of logistics ill be a ery major milesto as possible. E infrastructure out

ne journeyon our net zeroto

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We have set a global target for 50 per cent of all new pick-up and delivery vehicles to be electric by 2025 and for all newly procured vehicles to be electric by 2030  At the end of FY20, the FedEx global alternative vehicles fleet comprised of 4,091 vehicles using hybrid, electric, LNG, CNG, Propane and hydrogen fuel cell powered powertrains. Alongside the alternative fuels already in use in our fleet, electric and hydrogen promise to play a key part in driving down emissions in the short term.

To reduce the impact of our aviation fleet, we will continue to retire our older aircraft and replace them with the most environmentally friendly and fuel-efficient alternatives, while continuing to invest in sustainable aviation fuel (SAF). In 2015, we made a purchasing commitment to procure SAF from Red Rock Biofuels to indicate demand and help viable solutions for sustainable fuels to reach the market. In 2018, a Boeing 777F was loaned by FedEx Express to participate in a 6-month long Eco Demonstrator program.

This became the first aircraft to fly with both engines using a 30 per cent blend of SAF. Another part of the plan is to offer carbon-neutral shipping offerings. Could you explain what this means?

Our carbon neutral shipping offering will aim to provide a fully sustainable supply chain from collection to transportation, fulfilment, and delivery. We will work to offer end-to-

end sustainability solutions throughout our supply chain with carbon-neutral shipping offerings and sustainable packaging solutions.

What advice would you give to other companies looking to decarbonise their fleet?

Our advice to companies is to start planning for decarbonisation now and to establish key partnerships. In the field of city logistics, for example, we believe stronger collaboration between logistics providers and those planning and building our urban spaces is crucial to reaching our goals.

At FedEx, we are focussing not just on our own operations, but building the partnerships and alliances needed to address the climate crisis.

For example, we recently announced an exciting $100m investment in the Yale School of the Environment. This funding will establish the Yale Center for Natural Carbon Capture, which will undertake scientific research to accelerate solutions for natural carbon storage, with a primary focus on the aviation sector.

In Europe, FedEx Express has also developed a programme together with the Global Alliance of NGOs for Road Safety. Now in its third year, it will help European cities in Spain, Italy and Poland promote cycling – and in particular,

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the use of cargo bicycles - as a means of safer and more sustainable mobility for citizens.

Lastly, FedEx Express Europe, alongside Natuur & Milieu (Nature & Environment), announced a collaboration with the aim to pave the way for a more sustainable transport sector. The charitable funding from FedEx will enable Natuur & Milieu to release three sub projects aiming to realise sustainable solutions that drive down carbon emissions across road, logistics distribution facilities and aviation.

As an enterprise approaching its 50th year of operations, we are in a fortunate position of being able to invest in these ways. Whatever the level of investment, companies should focus their energy on building partnerships, learning from other thought leaders about the journey to net zero operations and applying that knowledge to transform their business. L FURTHER INFORMATION www.fedex.com

Dave Canavan, chief operating officer, FedEx Express Europe

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Electric Vans

ROAD TO ZERO

The move to zero emission van fleets Recent enhancements in battery life and load capacity have made the use of electric vans more viable for many fleet operators.

We take a look at some of the companies that are investing in electric vehicles, as well as the barriers to adoption Vans contribute to 30 per cent of UK road transport’s nitrogen dioxide emissions, according to the Clean Van Commitment Campaign, ran by charity Global Action Plan. What’s more, the annual health cost to the NHS and wider society from older diesel vans is £2.2 billion.

But many van drivers are keen to switch to cleaner vehicles; according to a survey of 500 van drivers by Fiat Professional, more than a third are considering the switch to electric vehicles.

Indeed, with the ban on new diesel and petrol vans coming into effect on 2030, van operators are no doubt considering their future options when it comes to vehicle choice.

While sales of electric vans only make up a small amount of the market, there is a growing number of fleet operators already on their electric journey, and many that have committed to making the move in the near future.

Reaching a milestone Facilities management and professional services company Mitie has reached the milestone of 1,000 electric vehicles on its fleet after the recent purchase of 655 Vauxhall Vivaro-e vans.

While Mitie began its electric vehicle transition in mid-2019, this was with a focus on cars and small vans, as there was no viable alternative for its large diesel vans with an adequate range to manage the heavy load often carried by mobile engineering teams.

But now the market is expanding, with larger vans meeting range and cargo requirements, Mitie has been able to make further progress.

Simon King, director of sustainability and social value at Mitie, said: “When we began our EV journey 18 months ago we thought switching our big vans would be one of our biggest challenges. However, with Vauxhall helping us overcome this hurdle, we’re very pleased to be marking our milestone 1,000th zero emission vehicle with the delivery of this Vivaro-e.”

Overall, Mitie has committed to reaching net zero operational carbon emissions by

2025. At the start of the year, it planned to have at least 2,021 pure electric vehicles in its fleet by the end of 2021.

“With over 600 more set to join our fleet this year, we’re making great progress towards our target of 2,021 EVs in 2021 and helping even more Mitie fleet drivers switch to electric,” added Simon.

Mitie’s electric vehicles have been well received by employees, with 91 per cent of EV drivers saying they’re glad they switched.

To help others make the switch to electric, Mitie has launched a Plan Zero Fleet Transition Service. This uses Mitie’s experience in managing its own electric vehicle rollout and charge point installation programme to support others in their EV journey.

No more ICE vehicles British Gas meanwhile has said it will never purchase another combustion engine vehicle.

Centrica, owner of British Gas, has committed to electrifying its 12,000 strong operational fleet by 2025, five years earlier than originally planned, as well as making its 1,500 company cars EV only. Taking it towards this goal, British Gas has recently ordered 2,000 new electric Vauxhall Vivaro-e vans, while 1,000 were purchased last Summer.

All 3,000 electric vehicles will be on the road by 2022. While engineers can volunteer to have the new vans during the rollout, the company is prioritising high pollution areas to help lower emissions.

British Gas engineers will install all chargers at engineer homes and is accelerating EV adoption in the UK for homes and businesses with charger installs and innovative EV tariffs. The company is currently increasing the EV engineer workforce through training existing engineers, recruiting new engineers, and creating 1,000 new engineering apprenticeships by the end of 2022.

Chris O’Shea, chief executive of Centrica, said: “Everyone needs to act now to lower carbon emissions and help the UK reach net zero. We are leading from the front by not U-Build has taken delivery of an electric van to visit customers and transport materials

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DRIVING THE SWITCH TO CLEANER COMMERCIAL FLEETS | www.greenfleet.net/commercial

only lowering emissions for our customers and our communities, but by lowering our own emissions, and by increasing the speed at which we do this. Fully electrifying our fleet will make a big difference.

“At the same time, we are helping our customers make the switch to electric and working with motor manufacturers such as Vauxhall on services and solutions for their EV customers such as charge points, infrastructure and innovative EV tariffs with cheaper charging at night and free EV miles.

“We look forward to continuing to work in partnership with the Government to create the new jobs our country needs as we all seek to build back greener.”

Transport Secretary Grant Shapps said: “It’s encouraging to see that one of Britain’s best-known brands is leading the way with the largest commercial EV fleet in the UK. “This is a huge step as we build back greener, lower our carbon footprint and deliver better air quality up and down the country – with more zero-emission models of cars and vans on the market than ever before, there has never been a better time for drivers and businesses to make the switch.”

Electric deliveries DHL Parcel has recently launched 14 new electric courier vans across London as the start of a national electric roll-out. The vans will operate out of DHL’s Docklands depot, where they will be charged overnight using onsite facilities to serve central London.

The Renault ZE Masters vans have a range of 75 miles, allowing them to make deliveries in urban areas.

Scott Laird, VP of operations at DHL Parcel said: “Bringing down emissions from commercial vehicles is crucial if we want to make a difference to air quality and the environment.

The launch of these vehicles in London is an important step towards our target of zero logistics-related carbon emissions by 2050.

“Recent enhancements in battery life and load capacity have made the use of electric vehicles in urban areas a reality and we’re committed to extending the roll-out in other parts of the country.”

Charging facilities have been installed in a number of DHL Parcel depots in readiness for more electric vehicles and all plans for future upgrades and new builds, have charging facilities planned as standard.

Scott Laird, continues: “As electric technology continues to advance, we have every intention of investing in future models that can serve larger, more rural areas.”

EVs for a start-up business Sustainable flat-pack building company U-Build has taken delivery of an electric Mercedes eSprinter to visit customers and transport materials.

The fact that it produces zero tailpipe emissions means the eSprinter is exempt from the London Congestion Charge.

The eSprinter’s four parallel batteries can be charged from ten to 80 per cent of maximum capacity in a couple of hours, using the 20kW DC fast-charging system supplied as standard.

However, U-Build chose the optionally available

80 kW alternative, which does the same job in just 30 minutes.

Company director Nick Newman is currently the van’s sole driver and uses publicly available facilities for recharging. Once Coronavirus restrictions have been lifted, however, the eSprinter will become a pool vehicle so available to colleagues as well, and U-Build will install a 7.4 kW (AC) wall box charger at its base in Hackney Wick, east London.

Nick explained: “As an environmental building specialist U-Build is committed to promoting sustainability and delighted therefore to be acting as an early ambassador for the latest zero-emission technology from Mercedes-Benz.

“I’m using our new eSprinter to travel between customer locations, which are all over London and beyond and will often be carrying timber sections, as well as other materials and tools. The van is the perfect size, just the job in fact, while in terms of range it’s doing exactly as we were promised.”

The eSprinter can travel 95 miles (combined WLTP with 80 km/h speed limiter) on a single charge.

Riverford’s electric van fleet

Enhancing a green reputation Organic fruit and vegetable supplier Riverford has taken on ten Vauxhall Vivaro-e vans which will be used by the company to make deliveries in and around its first fully-electric hub in Bristol.

Riverford aims to turn all of its national fleet electric by the end of 2025. The ten zero emission vans are estimated to help save more than 68 tonnes of CO2 per year.

Jason Holt, Riverford’s head of logistics said: “We chose Bristol as the site of our first fully-electric delivery hub because of its green reputation and commitment to climate change. We know customers there will be thrilled that their veg boxes will now be delivered emission-free, and we’re looking forward to expanding our electric van fleet across the country.”

“Electric vehicles are an absolute nobrainer for all delivery businesses, especially Riverford where we pride ourselves on being environmentally conscious.”

Mitie’s electric van fleet

Overcoming barriers Key barriers to electric vehicle take up include the limited public charging infrastructure – both on-street residential and rapid chargers – and the lack of availability of larger vans. The cost of electric vehicle also remains prohibitive to many companies.

In Mitie’s survey of its electric vehicle drivers, despite the overwhelmingly positive feedback, 48 per cent highlighted that issues with public charging, such as a lack of charge points in areas where there’s no off-street parking and problems finding rapid chargers, are a concern.

As part of the government’s ten point plan for a Green Industrial Revolution, £1.3 billion was announced to accelerate the rollout of chargepoints in homes, streets and on motorways across England.

Simon King from Mitie commented: “With the biggest barrier to our EV rollout being a lack of on street charge points, this further investment will help us go further, faster and give our drivers peace of mind that they can plug in and charge wherever, and whenever, they need to. We look forward to significant future announcements and funding to ensure that on street charging points are available to all drivers without off street parking, so no-one is left behind the zero carbon mobility transition.” L

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ROAD TO ZERO

Delivering on the last mile challenge

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Written by Louisa Hosegood, digital and strategy director at Bis Henderson Consulting

The network of physical space behind final mile is often forgotten in the race to find cheaper, faster wheels to deliver the parcels. Short leadtimes necessitate close proximity to customers, but finding local warehouse space for sorting and consolidating consignments for last mile deliveries is difficult – even harder than sourcing larger fulfilment facilities.

There is considerable scope for automation Faced with mounting challenges on urban congestion, cost and IT systems, and simple changes in working pressures and environmental concerns – how should businesses practices, to improve the use of resources adapt their delivery models to meet rocketing ecommerce orders? – labour, space, and energy, in particular.

In the future, Last mile is likely to involve parcels picked from a variety of locations Ecommerce has grown massively, and of ‘final mile’ to be addressed in a more - from big distribution centres, to shops or probably permanently, during the pandemic holistic way in order to rebalance costs. former shop premises converted to ‘dark to 30 per cent or more of retail trade.

An additional factor, as yet barely stores’. And that’s even before we consider The performance of many home delivery addressed, is the need in an eCommerce the concept of urban logistics centres. operations during the COVID crisis has been economy for pick-ups as well as The next significant trend, especially truly impressive; ramping up capacity at deliveries – not just of returns, but also for fashion and general merchandise, is break-neck speed, running continuously at of consignments from a growing array of inter-retailer collaboration on deliveries, peak levels, or for some new entrants being micro-businesses and home workers. principally to drive down parcel costs, truly creative with “emergency models”. but also to offer consumers a single, However, the traditional ‘last mile’ delivery Solutions at every scale timely delivery instead of three or four. model – from distribution centre to home To create an economically and Greater collaboration is the route to creating addresses, collection points, ‘click and collect’ environmentally intelligent approach a more comprehensive urban logistics model. stores, locker systems and the like – is under to fulfilment, many partial solutions for With the right foresight and local authority huge pressure to serve more customers individual firms are available and more support, we could see schemes like and greater volumes, and many existing are in development. Let’s consider those popular in Japan, South approaches are simply not sustainable in some key elements of future Korea and Singapore where economic, environmental and social terms. ‘last mile’ solutions.

Greene r a multi-storey warehouse Currently, last mile delivery using ICE An obvious starting f u el optio with vehicle access at vehicles generates significant CO2 and point is vehicles. With are gain ns all levels is sited on the noxious emissions, and raises many other advances in engineering ing traction periphery of a major environmental and social problems, including and creative design, conurbation. These noise, health issues and congestion – options for delivery fuel cell , with EVs, techno facilities could push the particularly in dense urban areas. With vehicles are changing logy, cargo b boundaries of multi-use increasingly stringent emissions regulations – for example carbon ik pedestr es and to maximise efficient and planned urban area vehicle restrictions, fibre bodies like ia operations by housing a there is now an urgent need to create a those being adopted part of ns being variety of interconnected ‘sustainability plan’ for the fast-expanding

by AO and Asda are the mix local area services from fleet of vans that is rapidly replacing the old much lighter, reducing ecommerce deliveries, C&C regime of large trucks delivering to stores. emissions and increasing point, shop replenishment or top payload capacities. Greener up, supplier cross dock, inter-store The physical space fuel options are gaining traction, stock rebalancing, returns and collections The expansion of ecommerce has also such as electric and fuel cell technology, from customers and returns, and all whilst placed great demands on physical space, and electric and pedal powered cargo running a local green fuel multi-vehicle fleet. whether it be fulfilment centres or sorting, bikes and pedestrians may also be part This approach works well with a consolidation and delivery hubs, and of the mix. There may be autonomous collaborating consortium of up to eight this has become a contentious issue. As delivery ‘robots’, as being trialled in Milton or ten manufacturers or retailers. The consumers demand ever faster deliveries, Keynes, and, less probably, drones. environmental and economic benefits of more localised fulfilment models are required.

Transport arrangements too will vary. As wider collaboration could be considerable, Yet these same consumers, as residents, the market matures it will become evident but success depends on a supportive oppose plans for industrial development in that not all deliveries need to be same-day approach from local transport and planning conurbations, as seen by the recent rejection and on-demand, allowing for some degree authorities, as is being offered by the Mayor of Ocado’s fulfilment centre expansion in of rationalisation and consolidation. On the of London and Transport for London.

Islington. Many logistics property experts other hand, increasingly sophisticated, and In the current economic climate, suggest that local government bodies are affordable, IT systems are becoming available substantial public investment in such being slow to realise the mounting urban that will further redefine route planning comprehensive schemes is unlikely. But warehousing challenge heading their way. and scheduling, optimising operations in there is much that can be achieved by What’s more, current models are real-time around criteria of time, mileage, individual businesses and through close economically moribund. Consumers expect emissions or a combination thereof. collaboration with other organisations and ‘free’ delivery, but eCommerce is hungry for Indeed, many of the solutions for last mile local authorities. Importantly, not every resources – warehousing, vehicles, order delivery will be data driven, and much of the initiative requires significant new money: pickers and drivers – which have to be paid required data already exists or could readily much can be achieved through intelligent for and, as in the case of warehousing and be made available. Dynamic systems can decisions in the normal renewal cycle, labour, are in short supply. Meanwhile, the balance options, offering consumers greater and by repurposing existing assets. L push for speed of deliveries means that many visibility and maximum flexibility, such as delivery trips operate ‘on demand’ and at well changing destination at short notice, with below capacity. For omni-channel retailers greater operational efficiencies of reducing FURTHER INFORMATION the switch in emphasis to online sales failed or re-deliveries. Systems will provide For more information, visit fundamentally challenges the cost structure a platform for greater collaboration by www.bis-henderson.com of the business, requiring the challenges enabling easier consolidation of deliveries.

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Van Security

Van security: what to think about?

peaking in 2018 before dropping in 2019 by 4.8 per cent. The number of content thefts also fell by 10.0 per cent over the same period. The reason for this remains unclear.

While some van operators suggested the reduction was due to increased additional security measures, such as locks, or driver training and awareness, it could also be a consequence of issues with reporting Logistics UK is calling on the Home Office Vans are desirable to criminals for a variety of reasons. So what to allocate a national crime reporting code should van operators consider when protecting their vehicles? for all commercial van thefts and thefts from vans, to allow better understanding of the scale and reach of this crime and to support There were 11,729 recorded incidents of the impact on operators is significant with better allocation of police resource. Currently, contents theft from vans in the first six 58 per cent of survey respondents also individual police forces decide whether to months of 2020, according to Logistics reporting productivity loss. The additional record commercial van thefts separately UK’s latest Van Security Report. time needed to sort replacement vehicles, from those of private cars, resulting in an To inform the report, Logistics UK conducted equipment, file police reports and insurance incomplete picture of the extent of this type a van security survey last year to investigate claims reduces operational efficiency. A of crime. Logistics UK also wants to see a UKthe nature and scale of the issue. The survey worrying 61 per cent of respondents reported wide standard reporting mechanism, ideally results suggest that thieves target locations contents thefts having a negative impact on online, for van operators to report van crime. where they know vans are kept overnight drivers and even more worrying, was that To enhance van security beyond alarms with 47.8 per cent of respondents citing in almost one in eight contents thefts, the and immobilisers, there are plenty of a drivers’ home driveway as the most driver, or an employee, was threatened. physical security add-ons that can be used common location for a van to be stolen. such as upgraded deadlocks, slam locks, This contrasts to van contents thefts, where Van crime reporting steering lock or pedal box protector, or the most common location was on-street The Logistics UK report showed that hand brake lock. And of course GPS parking near the driver’s home - perhaps the number of vans stolen in trackers improves the chances suggesting more of an opportunistic crime.

2019 fell by 5.0 per cent of recovering a vehicle if it is The survey found that very few contents compared to 2018, There’s stolen, with some systems thefts were as a result of a van being left despite the number of even alerting the police. unlocked or open, instead thieves mostly new vans registered been a Indeed, van operators broke into vans by smashing windows or in 2019 increasing marked are keen to address the using cutting equipment to gain access to by 2.4 per cent and theft of rise in issue of van crime, with the load compartment as quickly as possible. the population c a convert talytic 80 per cent saying they And unfortunately, almost 65 per cent of of licensed vans e the star rs since would pay extra for those who experienced van-related crime said increasing by t of the additional factory-fitted their vehicles sustained significant damage.

2.6 per cent. l o ckdown first security measures. E Van content theft has cost businesses Van thefts increased £4,250 on average over 12 months, and annually from 2014,

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Van Security

 Catalytic converter theft Ageas Insurance says it has seen a marked rise in theft of catalytic converters since the start of the first lockdown just over a year ago, with this type of crime now accounting for three-in-10 of all theft claims reported.

Before the lockdown catalytic converter theft only accounted for around one-in-five.

Catalytic converters are valuable because they contain a honeycomb coated with precious metals such as platinum, palladium and rhodium which help to filter harmful gases from the vehicles’ exhaust systems.

The RAC says that when the global value of these metals increase it usually leads to a spike in thefts. Prices of rhodium hit record highs earlier this year, up more than 200 per cent since March 2020.

Robin Challand, claims director at Ageas, says: “While catalytic converters are just one component of a car, their theft can often result in a driver’s car being written off which is the last thing we want for our customers. We hope that by shining a spotlight on this type of crime, we can arm motorists with the information they need to protect their vehicles.”

Toyota has announced it is working with police and Smartwater to covertly mark the catalytic converters on more than 100,000 cars in an attempt to deter thieves. The initiative is costing the car maker more than £1m and will be provided to existing Toyota owners for free.

Thieves are targeting the catalytic converters in older hybrid models, like the Toyota Prius, because the catalyst in a hybrid has a lower work load than in a non-electrified vehicle, meaning it is in better condition.

Toyota is offering the Smartwater marking free to all Toyota and Lexus owners, who simply need to call their local Toyota or Lexus retailer to arrange a visit.

It has also issued 20,000 Smartwater kits to police to support their local anticatalyst theft initiatives. The company is also working with the AA so its patrols can point customers to where they can get a free kit.

Theft of EV charging cables With the growing number of plug-in vans on the roads, drivers are also being urged to take measures against charging cables theft.

Rubbish removal company Divert.co.uk have warned that charging cables can be sold for up to £200, and that they are also attractive to scrap metal thieves.

Company spokesperson Mark Hall said: “Car chargers are particularly appealing to thieves because they can be sold for up to £200 and they are selling them everywhere, eBay, Facebook, and to dodgy scrap dealers. And they can be pretty costly and inconvenient for you to replace, so it’s best to keep it locked away from the crooks.”

Although many electric vehicles have systems in place that lock the charger into position, these security measures aren’t always fool-proof. Tesla owners for example noticed this winter that the locking mechanism wouldn’t work due to the freezing weather, causing cables to become detached from their vehicles which made them easier to steal. This prompted Tesla

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The survey found that very few contents thefts were as a result of a van being left unlocked or open, instead thieves mostly broke into vans by smashing windows or using cutting equipment to release a ‘cold weather improvements’ software update to counteract the problem.

Mark Hall recommends padlocking the cable to the vehicle while charging it at home or out and about, similarly to how you would secure a bike with a bike lock. He advises that chargers are locked when they are not in use too, and ideally that they are kept out of sight.

The use of commercial vehicles as weapons A somewhat surprising area of commercial vehicle security comes in the form of preventing them from being used in terror attacks Attacks on the public involving vehicles, which have been targeted due to their size and potential impact, have had tragic consequences in recent years, including in the Westminster and London Bridge attacks of 2017.

This has led the government to publish new guidance to prevent commercial vehicles, including vans, lorries, buses, coaches and even cranes, from being used as weapons in acts of terrorism.

The standard, which has been published by the British Standards Institution (BSI) and sponsored by the Department for Transport, sets out a raft of security measures to prevent criminals and terrorists from accessing commercial vehicles.

To meet the new requirements, operators must develop a security management plan, assess risk exposure, put in place

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management and accountability for security, as well as improve their knowledge of potential risks to their business.

Other requirements will include checks of drivers’ references and previous employment history and also regular visual checks of vehicles for signs of tampering.

To ensure this new standard is met, the government is working with the industry to develop accreditation and certification schemes for commercial vehicle firms, with further details to be announced.

Nick Fleming, head of mobility and transport standards at BSI, said: “This new standard, developed with operators of commercial vehicles, encourages good practice in the managing of security risks that may help to reduce the threat of vehicles being used in acts that may cause intentional harm to the public or for organised crime.

“The standard highlights the growing importance of physical vehicle security measures to help prevent such criminal acts taking place.”

The new standard has been developed by transport, safety and crime experts, and is targeted at operators of light and heavy goods vehicles, as well as those of public service vehicles and mobile plant, such as cranes and tip trucks. L FURTHER INFORMATION Find the van security report from Logistics UK at logistics.org.uk

Whilst fleet operators are increasingly taking steps to mitigate the impact of cargo crime, often there is little consideration afforded to the role of access control

It is widely acknowledged that the most vulnerable part of the supply chain is when goods are in transit. Ominously that risk has never been greater.

Cargo crime is on the rise, between 2018 and 2019, the Transported Asset Protection Association (TAPA) reported a 114 per cent increase in the number of cargo crime incidents captured across the EMEA region. Even during the enforced lockdowns throughout 2020, these trends have shown little sign of reversing and as restrictions begin to ease, there are stark warnings over a pending cargo crime spike.

Whilst it may be easy to assume that it is mostly high value cargo at risk, statistics actually reveal that the classification of goods being targeted is hugely varied, with Organised Criminal Gangs (OCG’s) more inclined to seek ‘theft attractive’ products that are more difficult to trace or identify, such as food and drink or perfumes.

Whilst fleet operators are increasingly taking steps to mitigate the impact of cargo crime by employing more robust physical security solutions on their vehicles, often there is little consideration afforded to the role of access control and how such systems are managed in the field.

Commercial vehicle security specialist, Maple, work closely with their clients to identify the right fit for their own logistics operation, support a flexible range of access control solutions that focus on efficiency and ease of implementation. Here we take a look at a range of options available for Maple’s high security locking applications.

Access control in fleet security When looking at how to prevent unauthorised access to vehicles, commercial vehicle security specialist, Maple, suggest that the most important consideration is not simply the physical lock itself, essential though it is, but the method of access control and how this is implemented across fleet operations.

Traditional methods of access control such as mechanical keys, whilst suitable for certain applications do have limitations and are largely unsuitable for a modern logistics fleet. For large fleets where flexibility is important, operators should consider how access to large numbers of different vehicles is facilitated and what the impact is in the event of lost or missing keys.

Advances in technology permit greater sophistication in maintaining control and integrity of goods in transit operations. Maple are able to offer a large portfolio of locking applications and crucially support a flexible range of access control solutions that focus on efficiency and ease of implementation.

Fob validation Fob validation offers a particularly effective approach where a large number of users or drivers require access to multiple vehicles/ trailers. The system allows users to ‘validate’ their access fob for a pre-defined period of time (e.g. Duration of a shift, 24 hours etc) by presenting their fob to a validation unit.

Once the time period expires, access for the user is disabled until they initiate the BDI Integritas from Maple offers a modern approach to vehicle security

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Access control: the key to combatting the worrying rise in cargo crime procedure once more (i.e at the beginning of their next shift). This option provides a simple and efficient way to manage access to vehicles, ensuring any lost or missing fobs are quickly taken out of circulation, preserving security and providing simple, hassle free access control management.

Challenge response This option enables operators to remove the need for access keys or fobs completely.

Using the electronic seal number generated by the locking device, authorised users can obtain single use access codes via a secure web portal, which are used to gain access to a vehicles load area.

Remote access control For high security operations, Maple locking applications can be integrated with third party telematics solutions to provide an enhanced level of control. This powerful option provides you with the ability to lockdown vehicles remotely from anywhere in the world, ensuring access cannot be gained during transit and maintaining the integrity of your cargo. Once the vehicle arrives at the correct destination and its location is verified in realtime, access can be granted to authorised personnel. For a fully connected and intelligent system, users can even opt to integrate with real-time CCTV and live monitoring for an ultra-secure goods in transit solution.

Insightful data The Maple access control platform captures all activity as part of a comprehensive audit trail, providing previously unobtainable information about goods in transit operations. Each and every door event is logged, detailing who accessed your vehicles and when, removing any ambiguity during road transport operations, by providing a clear, indisputable chain of custody. The system reinforces individuals responsibilities and assigns accountability for assets under their control, in the event of stock discrepancies it also absolves innocent parties of any involvement.

The data captured provides you with the unique ability to prove the security of your cargo hasn’t been compromised. The automatic tamper proof electronic seal number and concise audit reports, allows you to provide detailed information on the integrity of your assets, which has even been used as evidence in criminal cases and by border officials conducting clandestine investigation. L FURTHER INFORMATION www.maplefleetservices.co.uk

May 2021 | COMMERCIAL GREENFLEET

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