Commercial GreenFleet November 2020 by PSI Media

NOVeMBeR 2020

DRIVING THE SWITCH TO CLEANER COMMERCIAL FLEETS

HEAVY GOODS VEHICLES

LEVC VN5 FIRST DRIVE Based on the electrified plug-in TX taxi, the VN5 marks the arrival of the London Electric Vehicle Companyâ&#x20AC;&#x2122;s first commercial vehicle

DPD INTERVIEW

VAN SAFETY

CARGO BIKES

Commercial Vehicle News

ELECTRIC VANS

Ford reveals electric E-Transit van with 217 mile range

Ford has introduced the new E-Transit van, with an estimated driving range of up to 217 miles (WLTP), and the same cargo space as a rear-wheel drive diesel Transit. E-Transit features both AC charging and DC fast-charging. The vehicle’s 11.3kW on-board charger is capable of delivering a 100 per cent charge in up to 8.2 hours. Charging with up to 115kW using a high-power DC

fast-charger, E-Transit can top-up the battery from 15 per cent to 80 per cent in around 34 minutes. E-Transit features optional Pro Power Onboard, which enables customers to transform the vehicle into a mobile power source, providing up to 2.3kW for powering tools and equipment on the jobsite and on the go. This is an industry first for light commercial vehicles in Europe.

E-Transit’s battery is located underneath the body, providing up to 15.1 cubic meters of cargo space, the same as a rear-wheel drive diesel Transit. Ford engineers redesigned E-Transit’s driveline and rear suspension system to optimise cargo space, creating a heavy-duty semi-trailing arm suspension system that enables better steering precision and

more confident handling, plus better traction in both laden and unladen conditions. E-Transit for customers in Europe targets up to 1,616kg payload for the van and up to 1,967kg for the chassis cab models. The vehicle’s electric motor has a peak output of 198 kW (269 PS) and 430Nm of torque, making it the most powerful motor of any fully electric cargo van sold in Europe. The rear-wheel drive layout ensures traction when the vehicle is heavily laden. In Europe, Ford will offer a choice of 25 E-Transit configurations, with van, doublecab-in-van and chassis cab body styles, multiple length and roof-height options, and a range of gross vehicle mass options up to 4.25 tonnes, to support a wide variety of customer needs. Following the successful city partnerships featuring the Transit Custom Plug-In Hybrid, Ford will be undertaking extensive customer fleet trials with E-Transit in key European markets, starting during 2021. READ MORE tinyurl.com/yyc9g7fs

ELECTRIC VANS

Northgate adds 250 Peugeot E-Experts to rental fleet Northgate have agreed a deal with PSA for 250 e-Experts for its customers in 2021. With a range of up to 211 miles on the 75kWh battery and a maximum payload of up to 1,226kg on the 50kWh battery, the e-Expert is a mid-sized van with a charging time from only 45 minutes (up to 80 per cent) on 100kW fast charging. This addition to the Northgate EV fleet is enabling Northgate to further support their customers’ transition to EVs. The evolution in technology means it is important when operating electric vehicles that whole life costs are considered, from initial capital outlay through running costs. Northgate’s rental packages include servicing, maintenance and tyres – along with the option to add a range of fleet management and Accident Management services to help

customers manage their fleets more effectively, reduce costs, improve efficiency and ensure they are able to meet their legal and duty of care obligations. Tim Bailey, fleet director at Northgate Vehicle Hire says

“We’re working to provide the latest electric vehicle options to help support carbon reduction. By agreeing this initial deal with Peugeot for 250 e-Experts, we can ensure that customers who want to use fit-

for-purpose EVs in their fleets can do so quickly and with minimal impact on cashflow.”

READ MORE tinyurl.com/y5m4st8o

HYDROGEN

Road sweeper showcases hydrogen dual fuel in Aberdeen

ULEMCo has worked with JCB and Bucher Municipal to produce a road sweeper for Aberdeen City Council that demonstrates the ability to use hydrogen fuel in both the primary engine and the auxiliary engine to power the ancillary equipment. The project involved ULEMCo converting a Bucher Municipal road sweeper to operate on dual fuel. It includes a route to incorporating 6.6kg of on board hydrogen storage capacity, more than four times that of previous trucks, and enables a second engine – provided by JCB – to power the sweeper’s brushes and other uses using hydrogen fuel. This is the third hydrogen road sweeper that will be deployed in Aberdeen, facilitated by the council in partnership between JCB, Bucher and ULEMCo. The work builds on the previous project supported by OLEV and Innovate within the Low Emission Freight Trial. “This project is a powerful example of how companies can work together to deliver solutions that are available now, to help mitigate climate change through the use of hydrogen,” said Amanda Lyne, managing director of ULEMCo. “It provides an immediate

Commercial Vehicle News

HGVS

solution for significant carbon emission reduction in this type of heavy duty vehicle application that would be unaffordable or impractical with other low carbon technologies. We were really pleased to have the opportunity to work with both Bucher and JCB to deliver an improved product for ACC’s fleet team.” “The significance of hydrogen fuel as an important alternative to carbon based fuels is increasingly clear,” said Daniel Jackson, OEM engine sales and applications manager at JCB Power Systems. “We are delighted to support this initiative which will make an immediate contribution to improving air quality in Glasgow.” “Deploying dual fuel conversions in ‘back to base’ utility vehicle applications like this allows us to offer our customers around the globe an immediate and highly practical option to reducing their emissions”, said Graham Howlett, UK General Manager at Bucher Municipal. READ MORE tinyurl.com/y5m4st8o

Longer semi-trailers (LSTs) present a unique opportunity to make road freight operations more environmentally and operationally efficient, so at Logistics UK, we were pleased when the government announced in November 2020 the launch of its consultation into making LSTs a permanent fixture on UK roads and ending its trial of these vehicles early. The trial by the Department for Transport (DfT) – which began in 2012 and is scheduled to end in 2027 – has evidenced already the positive operational, environmental and safety benefits of LSTs. Businesses moving low density items, such as clothing, will often run out of space in the trailer before they have reached the maximum weight limit, resulting in inefficient operations. Permitting LSTs on our roads will provide an excellent solution to benefit the environment and the economy by carrying more goods per journey than traditional HGVs while helping with congestion by reducing the number of vehicle journeys. The evidence from the trial so far has also shown that significant reductions in emissions and vehicle journeys can be achieved, which helps to reduce our industry’s environmental impact while delivering the same quantities of goods more efficiently. Logistics UK has long been calling for DfT to end its seven-year trial into LSTs and bring these vehicles into general circulation as the test has already demonstrated conclusive, positive results. Logistics UK and its members are dedicated to ensuring logistics operations are as efficient as possible; we support the switch to LSTs wholeheartedly and are grateful for the opportunity to consult on these vital vehicles. The consultation will close on 1 February 2021; to have your say, please visit www.gov.uk/government/ consultations/ending-the-longer-semi-trailer-trial Logistics UK (formerly FTA) 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 COVID19, 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

November 2020 | COMMERCIAL GREENFLEET

Interview

Getting to zero emission urban deliveries DPD has plans to deliver to 25 of the largest towns and cities in the UK using only zero and low-emission vehicles by 2025. Olly Craughan, DPD’s head of CSR, explains what this involves Our Vision 25 strategy means we will deliver to 25 towns and cities (over 2,250 individual postcodes), which will cover over 25 per cent of the UK’s population, using only zero or low emission vehicles by the end of 2025. It has already involved detailed data analysis and investment projections to ensure the strategy is realistic and achievable. And sourcing the vehicles, is obviously key. The project involves 36 depots, so a huge amount of planning, communication and organisation with each depot and their workforce is imperative for successful implementation in each town or city. In terms of charging infrastructure, we will install over 500 additional chargers in our depots and work with public charge partners to ensure we have the ability to charge en route and our drivers have access and can utilise these chargers overnight. How much carbon is this expected to achieve? We estimate that through the Vision 25 project alone we will save 43,000 tonnes of CO2 - this doesn’t include any other initiatives.

How else are you managing technology, and investigating alternative last mile deliveries? delivery solutions. We already have over When 700 EVs on the road, What challenges are nationwide. We are there to running looking at always trialling and electric vehicles? EVs, yo u testing new electric The challenges are the initial n e ed to think o vehicles to ensure cost of the vehicle, the range f T C O the init and no we are utilising and charging infrastructure. ial cost , beca t cutting edge The EV versions of ov

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

Interview

the classic 3.5t van are typically £20,000 more than the ICE equivalent, but we expect this cost to continue to reduce over the coming years, so they become more comparable in terms of initial cost. The range of these vehicles is still typically only 70-80 miles per charge, which is extremely limiting compared to an ICE equivalent, however we are seeing battery technology progress rapidly and there are several EVs coming to market with a 140-180 mile range. These will be game changers! Charging is and will continue to be the biggest challenge to any business transitioning to EVs. We have pursued a mixture of home and depot charging and

continue to install chargers at our sites. However, the growth of public charging needs to increase at a faster rate.

the electrification of that size of vehicle, but we keep an open mind and are constantly reviewing all the options.

Tell us about DPD’s plan to trial an Volta electric truck The vehicle isn’t available to us until Q1 2021. However, we will have the vehicle for between four and six weeks to conduct a full trial in both urban and hub environments.

Has DPD come across any challenges during the Covid-19 pandemic? I think we adapted incredibly quickly back in March and invested significantly with 6,000 new UK jobs and a £200m infrastructure investment. The investment included 15 new regional depots and we have recruited 3,500 new drivers and 2,500 new full-time staff in depots, hubs and in management positions. Everything is in place for the next challenge which is Black Friday and Christmas. There are advantages for us during lockdown, in that the roads are quieter and more people are at home to receive parcels. But it is certainly a different challenge to run the operation at a higher capacity all year round.

Is DPD investigating any other alternative fuels? Our focus at the moment is on electrifying our final mile delivery fleet, but we continue to review our options regarding our larger vehicles (HGVs). There are challenges with

What advice would you give to other companies looking to adopt electric vehicles? There are challenges but we can all overcome them. When looking at EVs, you need to think of TCO (Total Cost of Ownership) and not the initial cost of the vehicle, because over the lifetime of an EV, its cost is close to an ICE vehicle. Charging infrastructure is the biggest challenge to any business when adopting EVs, so it is extremely important to have a robust strategy in place to enable a successful transition. L FURTHER INFORMATION www.dpd.co.uk

November 2020 | COMMERCIAL GREENFLEET

Vivaro-even more miles on a single charge The new all-electric Vivaro-e With a 205 mile range on a single charge Carries British business

SEARCH NEW VIVARO

Fuel economy and CO2 results for the New Vivaro-e Elite L1H1 3100 75Kw (136PS). 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 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-conditioning and battery condition. For more information, contact your local Vauxhall Retailer.

Mpg Mpg(l/100km): (l/100km):N/A. N/A.CO CO22emissions: emissions:0g/km. 0g/km.Electric Electricrange rangeup upto to205 205miles miles(WLTP). (WLTP). methodology. methodology.The Thefigures figuresshown shownare areintended intendedfor forcomparability comparabilitypurposes purposesonly onlyand andshould shouldonly onlybe becompared comparedto toother othercars carstested testedto tothe thesame sametechnical technical (pre (preand andpost postregistration); registration);charging chargingfrequency; frequency;personal personaldriving drivingstyle; style;vehicle vehiclepayload payloadand androute routecharacteristics; characteristics;variations variationsininweather; weather;heating/air heating/airconditioning; conditioning;

Van Safety

Vans and their contents are regularly targeted by criminals, with costly and damaging implications for business operators. Denise Beedell from Logistics UK takes an indeph look at van crime and how its reporting can be improved Vans play a vital role in the UK economy, with more than four million of them currently registered on the UK’s roads. Since the Covid-19 pandemic, van operators have stepped up to meet significantly increased demands for online deliveries to our homes and have ensured essential services and utilities are kept running. However, vans and their contents are regularly targeted by criminals with costly and damaging implications for business operators, which is why vehicle security was raised as a significant issue for operators at Logistics UK’s Van Policy Working Group. In August this year, Logistics UK launched a Van Security Survey to investigate the nature and scale of the issue. In this article Denise Beedell, Logistics UK’s policy manager for vans and urban, will discuss the results of the survey and the impacts of these crimes on business operators. Locations for van crime The survey results suggest that thieves target locations where they know vans are kept overnight, with 47.8 per cent of respondents citing a drivers’ home driveway as the most common location for a van to be stolen. This contrasts to van contents thefts, where the most common location was on-street parking near the driver’s home; perhaps demonstrating a less targeted approach

Written by Denise Beedell, policy manager for vans and urban at Logistics UK

An in-depth look at van crime

Van operators are keen to protect their employees and business assets; 80 per cent of respondents said that they would pay extra for additional factoryfitted security measures. This sends a clear message for Logistics UK to work with vehicle security equipment manufacturers, as well as van manufacturers, to explore what security features should be developed to make new vans more secure.

Reporting crime Respondents are already taking steps themselves to minimise van-related crime by installing additional security features and undertaking regular driver training, something and more of an opportunistic crime. Very which may explain why van thefts fell in 2019 by 4.8 per cent and van content thefts fell by few contents thefts were as a result of a 10 per cent from the 2018 peak. van being left unlocked or open, instead Freedom of Information requests submitted thieves mostly broke into vans by smashing to police forces across the country, showed windows or using cutting equipment to gain that the number of recorded incidents of access to the load compartment as quickly contents theft from vans and light commercial as possible. And unfortunately, almost 65 vehicles in 2018 was 31,892 but this figure per cent of those who experienced vanfell to 28,717 in 2019. Whilst all related crime said their vehicles the measures implemented by sustained significant damage. respondents may be a possible Van content theft has Logistic reason for the fall, it may cost businesses £4,250 UK is ca s also be a consequence on average in the last l l i n of the way van crime is 12 months, and the g for a sp reported and recorded by impact on operators e c i fi c nationa different police forces. is significant with 58 reportin l crime Currently, individual per cent of survey police forces can decide respondents also all com g code for m how to categorise reporting productivity thefts a ercial van vehicle thefts, which loss. The additional nd thef means they can be time needed to sort t s f r o m vans included in crime records replacement vehicles, for private car – or even equipment, file police campervan – thefts, resulting in reports and insurance claims an incomplete picture of the extent reduces operational efficiency. It of commercial van-related crime. Therefore, can also cause potential staff and customer Logistics UK is calling on the Home Office to retention difficulties. A worrying 61 per allocate a specific national crime reporting cent of respondents reported contents code for all commercial van thefts and thefts thefts having a negative impact on drivers from vans, in order to better understand the and even more worrying, was that in scale and reach of these crimes and ultimately almost one in eight contents thefts, the support better allocation of police resources. E driver, or an employee, was threatened. November 2020 | COMMERCIAL GREENFLEET

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

Van Safety

Drivers are taking steps to minimise crime by installing security features and undertaking driver training, something which may explain why van thefts fell in 2019 by 4.8 per cent and van content thefts fell by 10 per cent from the 2018 peak  Additionally, the process for reporting these crimes can vary from force to force. So, Logistics UK is calling for a UK-wide standardised reporting method – preferably online – to provide a simpler, more consistent, reporting mechanism for operators as they often operate across different force boundaries. This will also help to increase reporting levels which will ensure there is a more accurate picture of these types of crimes. It was reassuring that almost all respondents (96 per cent) who had a van stolen in the last 12 months said they had reported the theft to the police. Reporting of all van and content thefts is vital, even if an insurance claim is not being submitted, so that government and law enforcement agencies understand the true extent of these crimes. Using the results of the survey, Logistics UK will be engaging with crime reduction agencies, government departments, manufacturers of vehicles and vehicle security equipment, as well as calling on social media platforms to remove instructional content for committing van-related crime, to minimise the levels of crime that affects this vital sector.

Representing the industry Logistics UK (formerly FTA) 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. 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 L FURTHER INFORMATION

Counter terror advice for commercial vehicle operators The Department for Transport (DfT) has issued new guidance designed to prevent terrorists getting access to commercial vehicles, amid concerns over the rise in attacks where a commercial vehicle has been used. In 2017, three of the five attacks which took place in London and Manchester used a vehicle as a weapon. In the wake of these attacks, the DfT worked alongside security experts from Counter Terrorism Policing to create an industryspecific guidance document to help transport businesses, operators, managers and drivers mitigate the threat of their vehicles being used in an attack. The guidance covers all aspects of vehicle and site security, including a 10-point checklist for vehicle security for commercial drivers – which will help prevent crime and acts of terrorism, protect an organisation’s reputation and, ultimately, keep us all safer. Find the advice at the gov.uk website.

www.logistics.org.uk

November 2020 | COMMERCIAL GREENFLEET

Following the successful trial of longer semi-trailers, which have been shown to cut emissions and boost haulier productivity, the government is seeking views on whether they should be allowed to permanently operate on roads across the UK The Department for Transport has launched a “These trials clearly show the benefits for consultation on the permanent use of longer business and the environment of using goods vehicles, which have shown in a trial to longer trailers. By determining the next increase productivity and reduce emissions. steps to get them on our roads permanently, Longer semi-trailers (LSTs) can carry three we can benefit industry and our economy, more rows of supermarket goods cages on boost safety and cut emissions.” each journey compared with existing trailers. A trial of LSTs that has been underway Heavy goods vehicles for the past seven years has shown that The Department for Transport has they’ve saved lorry drivers travelling millions also launched a further consultation of miles – cutting emissions and boosting on proposals to start a trial of slightly productivity. In the past year alone, the 2,600 heavier HGVs on UK roads, which could vehicles involved in the trial have saved lorry see the maximum weight of some HGVs drivers 33.5 million miles and 48,000 tonnes increased by four tonnes to 48 tonnes. of CO2 – equivalent to taking over 20,000 The change suggested in the consultation cars off the road. The results also show the would allow lorries to transport heavier trailers were involved in fewer personal injury containers direct to or from freight trains, collisions compared with standard size HGVs. helping to shift more cargo from road Off the back of these positive results, the only journeys onto rail, and therefore government has proposed to end the trials cutting emissions and congestion on early and, through a consultation, seek our roads, further demonstrating views on whether LSTs should be government commitment allowed to permanently operate to make haulage more on roads across the UK. environmentally friendly. The 2,6 Transport Secretary Grant The proposed vehicles 00 Shapps said: “Our freight trial would industry keeps the country in the t involved moving, delivering vital saved lo rial have goods and services every 33.5 m rry drivers single day – which, as we all know, has never been and 48 illion miles ,000 t more important than it is now, during the pandemic. of C onnes

Freight & Logistics

The case for longer semi-trailers

operate on around 10 routes cleared as safe for use by 48-tonne vehicles, and would look at whether it encouraged a shift of goods from road to rail. The consultation closes on 4 January 2021. Operators interested in taking part in such a trial can submit expressions of interest at the gov.uk website. Phil Lloyd, head of engineering policy at Logistics UK, comments: “Logistics UK welcomes the trial and supports the idea that the ability to operate at 48 tonnes for domestic intermodal journeys will improve efficiency within the supply chain and support the use of rail freight. “While the consultation is ongoing until January 2021, it is proposed that the trial will allow six-axle articulated lorries to run at 48 tonnes by specific operators and will comply with existing constrains of the current road infrastructure, such as bridge capacity. As a result, some current routes may not be permissible. “Those taking part in the trial will also be required to comply with other existing rules, such as maximum axle weights, and it is likely that they will be limited to a maximum journey length; currently proposed to be 50 miles. Operators are also required to be part of domestic intermodal – road and rail – operations. “Currently the maximum laden weight for a six-axle articulated lorry on the roads of Great Britain is 44 tonnes. Allowing a 48tonne operation would therefore enable a reduction in the number of journeys required to service each train, resulting in reduced road congestion and lower emissions.” L FURTHER INFORMATION www.gov.uk

Primark has introduced a fleet of 15 Longer Semi Trailers (LSTs) manufactured in the UK by Don Bur (Bodies & Trailers)

November 2020 | COMMERCIAL GREENFLEET

Advertisement Feature

Fully charging businesses with eCargo bikes Inner-city restrictions imposed on more polluting vehicles, coupled with the effects of the pandemic, have enabled more businesses to see the value of eCargo bikes

Paving the way in environmentally-friendly transport solutions, Fully Charged has been offering electric cargo bike solutions from the world’s leading manufacturers since 2014. But it has taken harsher inner-city restrictions imposed on more polluting vehicles, coupled with the effects of a pandemic, to see the true worth of eCargo and their rise in popularity. “eCargo is now a huge part of our business,” says Dan Parsons, director of operations at Fully Charged. “For many years we have been at the forefront of the eCargo revolution but recently we have seen an explosion in interest from companies looking to benefit from a greener, more agile fleet.” Working with dozens of businesses across a variety of industries and a number of local authority partners, Fully Charged has a network of customers nationwide. “What has been really interesting has been

the businesses who we’ve converted to eCargo”, continues Parsons. “Aside from the traditional couriers, we have seen butchers, florists, brewers and even businesses in construction getting involved moving up to 300kg at a time. Truly, if you can move it, it can be moved with an eCargo bike.” London is a specific focus, having seen the city begin to close down to larger vehicles, with rising congestion charges and widening LEZ zones. Doug Hutchinson, of Absolutely Couriers who’s growing fleet is serviced by Fully Charged, says: “We made the move to eCargo bikes after briefly trialling them and their benefits are enormous. Not only are our riders carrying the same loads as were taken by small vans, but these eCargo bikes are completing nearly double the number of drops in a day! There are lower setup costs, they’re cheaper to maintain and the benefits of using the city’s cycle infrastructure make

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them hugely efficient – not to mention our much-reduced carbon footprint!” Fully Charged recently helped construction giant FM Conway, the first contractor in the UK to implement the use of eCargo bikes to a project and the business has already seen an increase in efficiency. Matt Smith, FM Conway structures director has praised the adoption of the bikes to the project: “With five bridges in the centre of London, and in heavily pedestrianised areas, our challenge was being able to deliver our goods direct to the points of work day-in-day out, whilst not wasting valuable time spent between sites. The eCargo bikes we use have not only increased our efficiency, but have given us the ability to utilise our workforce across multiple projects and be reactive to certain situations across different locations during the day. “There are far lower servicing and maintenance costs required compared to using vans with there being no congestion, ULEZ or parking charges, as well as the obvious environmental impact on the business, creating a larger step towards us being a carbon neutral business in London by 2030. The toughest challenge for us was getting our workforce to adapt to the bikes, but now they’re on them they can’t stop getting on them.” The experts at Fully Charged are on hand to answer your eCargo questions, with on-site test rides at their London and Silverstone showrooms, as well as longer in-business trials available. L FURTHER INFORMATION For more information, visit www.fullycharged.com/business ecargo@fullycharged.com

November 2020 | COMMERCIAL GREENFLEET

Written by Richard Armitage FCILT, executive director, European Cycle Logistics Federation

r ju supplyi st about n ecargo g the bikes

Cargo Bikes

Cargo bikes and cycle logistics gaining traction

Emily Harrup, transport and sustainability projects officer at the council, is distributing the fleet via 10 champions (local businesses and organisations) and four council teams, with the remainder of the fleet in the new cargo bike library. In return for Colchester Council making an ecargo bike available on a five-year loan, Emily has drawn up a comprehensive agreement laying out the roles and responsibilities of bike recipients, covering insurance, secure storage, rider training, operational data collection and other reporting requirements, warranty, and maintenance. Presenting the Colchester scheme 2020 has been a busy year for cargo bikes in the UK. Richard to the Landor LINKS Green Transport Armitage shows how cargo bikes and cycle logistics are Recovery webinar in August, Emily becoming a more common sight as businesses and councils start described how the Ecargo Bike Library service fits into the council’s polices on to green their fleets in earnest the climate emergency, cycling and all other aspects of transport and travel. Bedford Borough Council has received Specialist cargo bike dealers are Energy Saving Trust grants a Bullitt ecargo bike and a Carla experiencing a significant uptick in interest, Many have taken advantage of the Cargo etrailer from local independent with enquiries coming in thick and fast. Energy Saving Trust (EST) eCargo Bike dealer, Flamme Rouge Cycles. Yes, the government grants in England and Grant Fund. It closed for applications in Milton Keynes Council has Scotland have helped increase cargo bike March 2020, with 164 grants offered for commissioned its EST ecargo fleet from uptake immensely – more on this below – 691 ecargo bikes and etrailers. Despite Fully Charged’s Silverstone branch but the sales leads are coming in regardless Covid disruption, the grants are now and deliveries have commenced. and from all quarters. “I’m using a diesel being spent and many new ecargo bikes In Exeter, a consortium van for my grounds maintenance contracts and trailers have been delivered. lead by Devon County Council but it’s at the end of its life,” one company Colchester Borough Council and Exeter City Council has director told me. “I’ve been looking around ordered 25 ecargo bikes and A wide taken delivery of over online and I’m thinking I could replace five etrailers with their cargo b r £50,000 of ecargo bikes it with a cargo bike and trailer.” Another £136,000 EST grant. Their i k e and cycle lo and etrailers, supplied wondered if he could run his film and Carla Cargo electric by Manchester Bike photography support company without assist trailers were system’gistics ‘eco Hire. Co-cars, a a car or van in a heavily-congested city, delivered in mid-July, i s s tar to eme thriving Exeter-based especially with clean air zone restrictions with the rest of their rge. It i ting s no longe co-operative E coming in. The answer is, of course, yes. new fleet following on.

them in real-world conditions, using an Urban Arrow ecargo bike in central London. In the courier and express parcels sector, cargo bikes continue to grow in importance. At UPS, they have developed more cargo bike based services in Dublin this year by teaming up with Trinity College Dublin. At the university’s city centre campus, a UPS ‘urban eco package hub’ will act as a mini distribution centre for parcel deliveries, which are now distributed on foot and via UPS electrically-assisted cargo cycles. Meanwhile, Trinity students and staff can collect their online shopping parcels on campus any time of day or night thanks to newly installed lockers operated by UPS’ Parcel Motel service. Staying in Dublin, An Post, the postal service, has taken delivery of 120 Radkutsche Musketier cargo trikes, supplied by Olivier van der Elst of bike dealer GreenAer.

Cargo Bikes

 social enterprise, has organised the acquisition of the fleet, as well as deploying some ecargo bikes into its own cycle logistics operation, Co-Delivery. During lockdown Co-Delivery has provided Exeter’s city centre businesses with a local home delivery service, helping them to keep selling in the run up to Christmas. This delivery round included soap, craft supplies and video games, keeping Exeter clean, creative and entertained during lock down. In Southampton and Winchester, Zedify – the growing network of city logistics operators lead by founder Rob King – has just taken delivery of an electric assist Carla Cargo trailer. The trailer has been adapted by Manchester Bike Hire, with a frame built from aluminium profiles, covered with a heavy-duty nylonreinforced PVC tarpaulin manufactured in Northern Ireland by Cunningham Covers. The trailer flatbed is designed to take four eurocrates and this adaptation takes a stack five crates high, giving a payload of up to 20 crates and 150kgs.

Accessing pedestrianised areas In October 2020, Oxfordshire-based EAV and Asda announced a two-week trial of the EAV four-wheel ecargo bike, making home deliveries from Asda’s Cambridge store. The supermarket is looking at how to reach customers who live in proposed pedestrianised areas and zero emission zones where future access for traditional delivery vehicles could be limited. Weighing in at just 150kgs, the EAV can reach speeds of up to 15mph and has an ultra-lightweight chassis made of a bio-recyclable flax and carbon composite. Simon Gregg, vice president of online grocery at Asda said: “It was great to see the reaction to the e-bike when we took it out on the road. It was really well received and definitely was a talking point at the store and with our customers. “As we look to the future of retail we have to consider new and innovative ways to continue to offer great service to our customers whilst navigating things like low emission zones and pedestrianised areas. A solution such as this would allow us to get into town and cities where access is limited, using either roads or cycle lanes. “It’s been great to collaborate with the team at EAV and put their eCargo vehicle to the test.” In 2019, EAV supplied 10 of its four wheel ecargo bikes to parcel courier DPD for long-term tests. Dwain McDonald, DPD’s CEO commented: “This is an entirely new type of vehicle and is designed specifically to meet the current challenges for delivery firms in the urban environment. The early trials show that the vehicle is performing really well and clearly has potential to be more efficient for us than traditional vans in certain locations. “It is highly manoeuvrable, can carry a good day’s worth of parcels and can often get closer to delivery addresses than the vans. We know that the environment and climate change matter more than ever to our clients and the feedback we get when we share our EV vision with them is really positive.” Cargo bike eco system Looking ahead, a wider cargo bike and cycle logistics ‘eco system’ is starting to emerge. It is no longer just about supplying the ecargo bikes. The business or organisation E

Last mile deliveries Transport for London’s Freight and Servicing Action Plan was published in March 2019. With a ZED Waltham Forest Cycles Maximus cargo trike on the front cover, it highlighted the role cycle logistics can play in transforming last mile deliveries. Since then, Michael Barratt, TfL’s energetic development impact assessment manager, has focused construction logistics firm’s minds on ecargo bikes, supported by cycle logistics company PedalMe. FM Conway is just one of the firms who are now trialling

November 2020 | COMMERCIAL GREENFLEET

Cargo Bikes

 wanting to deploy them expects easy access to the eco-system, including insurance, maintenance, repair, accessories and bespoke adaptations, branding, finance and replacement units on demand. Cargo bike rider training is one area attracting attention. Zedify has developed an in-house training package for its riders. London-based PedalMe has had their rider training course accredited by City & Guilds. Zedify’s training is delivered by Gary Armstong, who also meets requests to run training sessions elsewhere. Gary works part-time as the training manager at European Cycle Logistics Federation (ECLF). ECLF is a partner in the EU funded City Changer Cargo Bike Project, for which Gary has created a set of free online webinars, with pre-recorded presentations, which he can arrange for businesses and organisations on request. The eco-system underpinning the growth in cargo bikes also includes developments already well established in the light van sector but new to cargo bike manufacturers and promoters.

The European standards organisation cycling committee has a new Working Group that started developing industry standards for cargo bikes at its first meeting in Delft, the Netherlands, in January 2020.

Freight and servicing action plan The European standards organisation (CEN) cycling committee (TC333) has a new Working Group (WG9) that started developing industry standards for cargo bikes at its first meeting in Delft, the Netherlands, in January 2020. At the November WG9 online meeting, delegates from the EU and the UK were presented with the first European cargo bike market survey results (over 50 per cent growth per year 2018 and 2019 and more to come) and the initial results of a survey of cargo bike operators about safety. The surveys form part of the City Changer Cargo Bike programme and were conducted by trade body Cycling Industries Europe.

The world of cargo bikes promises to be busier still in 2021. L

Richard Armitage FCILT is executive Making London’s streets safer, cleaner and more efficient director of the trade association, European

Cycle Logistics Federation (www.eclf.bike and www.cyclelogistics.eu). Richard is a director of Manchester Bike Hire (www. manchesterbikehire.co.uk) which supplies bikes for businesses and organisations, such as staff ebike fleets and cargo bikes or trailers. FURTHER INFORMATION www.eclf.bike www.manchesterbikehire.co.uk

November 2020 | COMMERCIAL GREENFLEET

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Cargo Bikes

Cutting congestion and emissions from deliveries A report from the Local Government Association is urging delivery companies to switch to cargo bikes where possible to improve air quality and reduce congestion Council leaders are concerned that, with vans operating in busy urban areas and more and more people doing their shopping residential streets, contributing to poor air online as a result of coronavirus, light quality, congestion and loss of local amenity. commercial vehicle traffic, such as delivery The LGA claims that courier bikes can vans, is only likely to increase. This of course replace up to 10 per cent of conventional causes congestions and contributes vans in areas where the final delivery to poor air quality. route is no more than 2km, without In May, 33 per cent of all changing the overall network Counci sales were made online efficiency. They can also reduce l s are alre – around double the current urban delivery promot ady pre-pandemic levels. carbon emissions by 73 per i n g use o e-cargo A new report by the cent over the course of a f Local Government courier vehicle’s life cycle. purcha bikes having sed the Association has Additionally, the bikes for loca bikes highlighted the will help to tackle the l benefits of couriers issue of delivery vans or for d businesses using cargo bikes, clogging up road and in within eployment which offer a some cases pavement space their ow cost-effective and zeroas they make deliveries in n fleets carbon transport option smaller residential streets. for ‘last mile’ deliveries. David Renard, LGA It argues that switching to transport spokesperson, said: “Courier cargo bikes will help address concerns firms have played a vital role during the about the rise of largely diesel delivery coronavirus crisis in continuing to provide

a delivery service while people have been unable to get out and about as they would in normal times. Online shopping will continue to grow, and so will our reliance on courier services. This has unfortunately seen the consequence of large delivery vans clogging up street space, increasing congestion and in some cases causing a rise in air pollution. “We need to look at how we manage online deliveries in the future and consider new delivery options which are more climate and road-friendly. Swapping large vans for cargo bikes is one way in which we can make a really positive difference to our environment and help achieve the country’s carbon reduction targets.” Council cargo bikes Councils are already promoting use of e-cargo bikes having purchased the bikes for use by local businesses or for deployment within their own fleets. Cambridgeshire County Council in a joint project with Cambridge City Council plans to E November 2020 | COMMERCIAL GREENFLEET

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Action to reduce emissions The report from the Local Government Association recommends other ways councils can help reduce the emissions from deliveries, such as introducing low emission zones, which will drive up the environmental performance of delivery vehicles. They should also support and fund the development of cargo bikes and e-cargo bike schemes for last-mile delivery in town and city centres, as well as ensure that there is provision within the local plan for adequate goods warehousing space, so that last mile deliveries have suitable coordination points. Councils should also work with retailers to develop an easy-to-access drop-box locker and shop-based collect and returns network.

The report argues that switching to cargo bikes will help address concerns about the rise of largely diesel delivery vans operating in busy urban areas and residential streets, contributing to poor air quality, congestion and loss of local amenity Safety and congestion risks needs to be looked at, such as providing adequate safe delivery space to avoid vehicles blocking pavements, cycle lanes or carriageways, as well as enforcing no stopping regulations, prioritising areas with higher levels of vulnerable road users. A green recovery in London Another report, by the Cross River Partnership (CRP), gives advice to local authorities on how to use cargo bikes in support of a green recovery in London, and other cities, as they emerge from lockdown. As well as recommending a coordination and integration of transport and land use policies and regulations to achieve maximum change, Cross River Partnership is keen to support its public and private sector partners to roll out last mile innovations in London, including cargo bikes for servicing activity, exchange points for cargo bikes, and a ‘white label’ cargo bike trial.

Cargo Bikes

 deploy 30 e-cargo bikes covering first-mile deliveries, a residential sharing scheme, a “try before you buy” leasing scheme and pool e-cargo bikes, with a combined aim of reducing travel emissions and encouraging active and sustainable transport options. Devon County Council plans to use 13 e-cargo bikes in Exeter to support sustainable active business travel, as an alternative to car and van use. Two of the bikes will be used by the local hospital’s adult and social care teams to care for some of the most isolated people in the city. Nottingham City Council is establishing a fleet to be used by the council to replace journeys around the city and parks. They will also be made available to local project delivery partners and to local businesses on a “try before you buy” basis.

The above initiatives support the ambitions of the post-lockdown recovery to be clean and green not just for personal transport, but also for the delivery and servicing activity that London will continue to depend on. Tom Linton-Smith, project manager at Cross River Partnership, said: “Cross River Partnership has a proud history of supporting low and zero-tailpipe emission freight transport solutions. Cargo bikes are part of the clean transport mix that is required to keep the city moving, building resilience as we deal with the challenges of economic recovery, congestion, air pollution and the climate emergency. “In this report we have exposed the challenges and suggested opportunities to work together in new ways to increase their use in London and other cities through knowledge sharing and collaboration.” L FURTHER INFORMATION www.local.gov.uk

What is needed to reduce emissions from delivery vehicles? Introduce low emission zones to drive up the environmental performance of delivery vehicles. Support and fund the development of cargo bikes and e-cargo bike schemes for last-mile delivery in town and city centres. Ensure that there is provision within the local plan for adequate goods warehousing space, so that last mile deliveries have suitable coordination points. Work with retailers to develop a comprehensive and easy to access drop-box locker and shop-based collect and returns network. Provid adequate safe delivery space to avoid vehicles blocking pavements, cycle lanes or carriageway with associated safety and congestion risks. Enforce no stopping regulations, prioritising areas with higher levels of vulnerable road users.

November 2020 | COMMERCIAL GREENFLEET

Road Test Written by Richard Gooding

FIRST DRIVE

LEVC VN5 Based on the electrified plug-in TX taxi, the VN5 marks the arrival of the London Electric Vehicle Company’s first commercial vehicle. Richard Gooding discovers if it delivers on efficiency and practicality What is it? The legacy of the London Electric Vehicle Company (LEVC) can be traced back to 1908. From the 1940s to the 2010s, the business built the iconic FX4 black cab under its previous London Taxis International and Carbodies incarnations. Synonymous with the streets of London, the FX4 was reimagined into the range-extender TX in 2018, and followed LEVC’s shift towards transforming itself into an electro-mobility solutions provider. A whollyowned subsidiary of the Chinese car maker Geely, LEVC’s Ansty factory near Coventry is a new £500m, 37,000sqm facility and the only plant dedicated to building electric vehicles. The VN5 is its second and newest product, and is a light commercial based on the plug-in technology which underpins the TX. How practical is it? The commonality of shared parts between the TX and the VN5 is hard to ignore. That’s no bad thing as the TX uses proven tech borrowed from another of Geely’s

companies, Volvo. But, there is one noticeable difference: at 3,386mm, the VN5 has a 400mm longer wheelbase than the TX. That translates into a maximum 5.5m3 of load space, and a payload of up to 830kg. Asymmetric 60/40 twin rear doors open up to 180 degrees and reveal a flat load space which can accommodate two Euro pallets. The sliding side door has an aperture with a maximum 1,128mm of width, and the 640mm rear loading height ensures for easy placement of items into the fully lined cargo bay. Also boasting four tie loops, the cargo space has a maximum height of 1,373mm and width of 1,574mm, with a 2,447mm load floor length. The roof can also carry up to 100kg and has six mounting points. How clean is it? Just as with the TX, LEVC has ditched the diesel engine with the VN5, replacing it with a 110kW electric motor and 31kWh lithium-ion battery. A 1.5-litre, 81bhp, three-cylinder Volvosourced petrol engine acts as a generator

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to only charge the batteries – the rear wheels are always driven electrically. Named ‘eCity’, the LEVC plug-in range-extending technology gives CO2 emissions of 21g/km. What range does it have? Similar to the Transit Custom PHEV and other electric light commercials, the VN5’s zero-emission running makes it ideal for urban use. An all-electric range of 61 miles is longer than the Ford’s and LEVC states that it and the VN5 are targeting ‘distribution to door’ green operations – out of city and back again – not necessarily just ‘last-mile’ customers. The overall WLTPcertified range of 304 miles bears this out. How long does it take to charge? Lower-priced VN5 models have 11kW AC charging as standard, the top-spec Ultima gaining a 22kW option. Connected to a Type 2 AC 22kW fast charger, the VN5 can be charged from flat to full in 75 minutes. A 50kW DC rapid charge takes 30 minutes to refill

As well as its zero-emission drivetrain, the VN5 also features a high level of on-board fleet technology. The van comes ready to accept geofencing technology, which will enable it to operate the running of its drivetrain automatically, switching to EV-only mode when entering a city for example. The VN5 is also compatible with a range of telematic systems.

an empty battery back to 100 per cent, and LEVC has given VN5 drivers the option of both Type 2 CCS and CHAdeMO sockets, the latter available at an additional £390 excluding VAT. A 7kW AC connection replenishes the battery in just under four hours. Away from the public networks, a 3.5kW three-pin electricity supply will fully charge the VN5 in eight hours, while two levels of regenerative braking also capture energy and charge the battery on the move. How does it drive? Externally, the VN5 wears the ‘face’ of the TX, and that’s no bad thing. The high strength anodised and bonded aluminium construction is the same, too, which not only helps keep the weight down, but also makes the van stronger. LEVC states that the VN5’s body is almost twice as strong as a mild steel equivalent, which boosts crash safety as well as durability. Sheet Moulded Composite (SMC) exterior panels offer more daily resistance to damage, meaning less downtime. Inside, the VN5 also echoes the TX. The nine-inch portrait colour touchscreen and steering wheel nod to Volvo heritage, and although the plastics are durable rather than premium, the level of build is high. Overall ergonomics are good, and the digital instruments are sharp and clear. Like its TX and Volvo relatives, the VN5’s touchscreen functions are accessed via swiping menus. The VN5’s 188lb ft (255Nm) of instant torque means it is perfect for scuttling in and out of congested city traffic, and its laughably tiny 10.1m turning circle lends it superb manoeuvrability. A trio of diving modes determine the best use of the VN5’s plug-in drivetrain. In Smart mode, the VN5 decides which driving mode is best suited to the prevailing conditions; Save employs the range extender engine to preserve battery charge; and zero-emission Pure EV mode uses electric power alone and is ideal for city centres and Ultra Low Emissions Zones. Almost as refined as an electric passenger car on the move, the petrol engine makes its presence felt when preserving the battery in Save mode, but this is a trait that’s not exclusive to the VN5. The regenerative braking levels are controlled by nudging the gear lever left (less severe)

or right (more severe). The set-up works well, and enables one-pedal driving. What does it cost? The VN5 is available in three trim levels, starting with the £46,500 – excluding VAT, but including the government’s Plug-In Van Grant (PIVG) – Business model. Alpine white paint, satin black bumpers and black steel wheels may identify it as the entry-level VN5, but standard equipment includes auto lights and wipers, a nineinch colour touchscreen with Bluetooth and USB connectivity, dual-zone climate control, keyless start and LED daytime running and headlights. A high level of safety kit is standard, including cruise control, autonomous emergency braking and forward collision warning systems. Move up to the £48,000 VN5 City, and a heated windscreen, front and rear parking sensors, road sign information, speed limit detection, and lane departure warning systems are fitted. The rangetopping £52,000 Ultima adds body coloured bumpers, silver steel wheels, electrically adjustable and heated seats, a rear view camera, satellite navigation, and eight load space tie loops. AC 22kW fast charging is an Ultima-only feature, costing an additional £830 (excluding VAT) on Business and City models. Six option packs offer practical features such as additional under-seat storage, a heated windscreen, and parking sensors. How much does it cost to tax? Even though the 21g/km VN5 has all-electric running, it attracts the light commercial Vehicle Excise Duty charge of £265. Why does my fleet need one? Just as the TX brought the electrified revolution to taxi ranks across the globe, so the VN5 aims to transform the light commercial sector in a similar way. Using proven technology adds to the VN5’s capability and LEVC’s desire to turnaround the European electric commercial vehicle market. The dual nature of the VN5’s range-extended drivetrain ensures that it can make the most of its zero-emission running in increasinglyrestricted city zones, but also enables longer

Road Test

Technology tested

Engineered to last twice as long as a diesel van, the VN5 has been in development for over three years, and has been tested in locations such as the Arctic and the Arizona desert. Prototypes have covered in excess of 530,000 test miles, and the van has also undertaken realworld evaluation by several UK companies. Twenty-five businesses trialled the van, including delivery firm DPD, tech company Octopus Energy, construction firm Kier, Royal Mail, as well as tools and equipment hire specialist Speedy. LEVC is also working with industry leading converters to create authorised conversions across a number of different sectors that will incorporate light-weight materials to maximise payload and maintain durability.

journeys out of them. Car-like interfaces for the on-board technology also aid its usability. A five-year warranty – with battery cover for eight years – may be another reason to choose the electrified LEVC van. A solid first light commercial vehicle effort, the VN5’s appeal lies in both its impressively competent practicality and efficiency, as well as its low emission personality. L

LEVC VN5 Ultima GROSS PAYLOAD: LOAD VOLUME :

680-780kg 5.5m3

ENGINE: 110kW/148bhp electric motor, 31kWh battery, 1,477cc 60kW/81bhp three-cylinder turbocharged petrol range-extender RANGE: 61 miles electric, 243 miles range-extender (304 miles overall) CO2*:

21g/km

MPG*:

313.0

VED:

£265

PRICE (OTR**, ex VAT, including OLEV Plug-In Van Grant): £55,356 *WLTP **OTR price includes number plates and delivery to retailer, 12 months’ Vehicle Excise Duty and new vehicle first registration fee.

November 2020 | COMMERCIAL GREENFLEET

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