Road to Electric Report

ROAD TO ELECTRIC

Report

Helping fleets plan for electrification Brought to you by

GreenFleet DRIVING THE SWITCH TO CLEANER FLEETS

3 Zero-emission targets

4 Infrastructure

Experts have said that ending the sale of new petrol and diesel cars by 2040 would be too late if the UK wants to achieve its 2050 zero carbon target. The government is therefore consulting on the feasibility of bringing it forward to 2035. We look at what the UK needs to be EV ready

If an organisation wants to prepare for the increase in electric vehicles, what should they consider when it comes to charging? Josey Wardle, infrastructure manager at Zero Carbon Futures, shares some thoughts

7 EV Incentives

8 Electric Vehicles

Although grants for electric vehicles and chargepoints have recently been reduced, a pot of cash still remains available. We summarise what grants and incentives can be used for electric vehicle purchasing

The “green credentials” of electric vehicles have regularly been questioned. But a new study shows that even once emissions from production and electricity generation are taken into account, they are still the cleaner option

10 Roundtable Review

13 View from the Experts

Greater Manchester is due to introduce the largest proposed Clean Air Zone outside London from 2021.

To find out how they could be affected and to learn about the transition to electric vehicles, a diverse mix of fleet operators attended GreenFleet’s roundtable on 27 February

The government is mulling over plans to bring forward the end-date of new petrol and diesel vans to enable it to meet its 2050 net zero plans. But what needs to happen to achieve this and what challenges will this pose? We ask Stuart Thomas from the AA and Dan Hawkes from Europcar Mobility Group UK

Road to Electric Report

ZERO-EMISSION TARGETS

Getting EV-ready by 2035 Experts have said that ending the sale of new petrol and diesel cars by 2040 would be too late if the UK wants to achieve its 2050 zero carbon target. The government is therefore consulting on the feasibility of bringing it forward to 2035. We look at what the UK needs to be EV ready “According to our latest consumer research, only 48 per cent of consumers plan to buy a petrol or diesel vehicle as their next car – down from 73% in 2018 and 63% in 2019. Meanwhile, 34 per cent of consumers plan to buy a hybrid, and 11 per cent plan to buy an EV. It will be interesting to see how this changes in light of earlier than expected ban of petrol and diesel sales.”

On 4 February 2020, the Prime Minister announced that government is consulting on bringing forward the end to the sale of new petrol and diesel cars and vans from 2040 to 2035, or earlier if a faster transition appears feasible, as well as including hybrids for the first time.

This reflects the Committee on Climate Change’s advice on what is needed in order for the UK to end its contribution to climate change by 2050. The proposals relate to new cars and vans - owners of existing petrol, diesel and hybrid cars and vans will still be able to use these vehicles and buy and sell them on the used market.

The CCC report says that progress must proceed with far greater urgency: “Many current plans are insufficiently ambitious; others are proceeding too slowly, even for the current 80% target: 2040 is too late for the phase-out of petrol and diesel cars and vans, and current plans for delivering this are too vague.”

The report says that by getting all cars and vans to be electric by 2050 will require all sales to be pure battery electric by 2035 at the latest.

This change brings further pressure for the auto industry, which is already adapting to the rise in demand for electric vehicles, and fall in demand for diesel vehicles.

Mike Hawes, SMMT chief executive said: “It’s extremely concerning that government has seemingly moved the goalposts for consumers and industry on such a critical issue. Manufacturers are fully invested in a zero emissions future, with some 60 plug-in models now on the market and 34 more coming in 2020.

“However, with current demand for this still expensive technology still just a fraction of sales, it’s clear that accelerating an already very challenging ambition will take more than industry investment.

“If the UK is to lead the global zero emissions agenda, we need a competitive marketplace and a competitive business environment to encourage manufacturers to sell and build here. A date without a plan will merely destroy value today. So we therefore need to hear how government plans to fulfil its ambitions in a sustainable way, one that safeguards industry and jobs, allows people from all income groups and regions to adapt and benefit, and, crucially, does not undermine sales of today’s low emission technologies, including popular hybrids, all of which are essential to deliver air quality and climate change goals now.”

Hybrids included for the first time The inclusion of hybrids in the proposal has taken many in the industry by surprise, as significant investment has been committed to the technology.

This presents a major challenge to manufacturers as many will have to invest heavily to meet the adjusted targets.

Michael Woodward, UK automotive lead at Deloitte, said: “Hybrids have traditionally been seen as a steppingstone to battery electric vehicles. However, with their ban from 2035 putting them in the same category as higher polluting diesel and petrol cars, the question is whether the consumer will continue to see the same benefit in moving to hybrid in the interim?

Infrastructure The report acknowledges that the charging infrastructure needs to be further strengthened, including for drivers without access to off-street parking. The report says it would require 3,500 rapid and ultra-rapid chargers near motorways to enable long journeys and 210,000 public chargers in towns and cities. Today in total there are 21,000 public chargers of all speeds.

Electricity networks also need consideration.

Given important roles for electrification in both transport and heat, electricity demand will rise in most areas. Smart charging solutions that enhance system flexibility will be important in ensuring that demand peaks are manageable and enabling maximum use of renewable generation. But many networks will need to be upgraded in a timely manner and future-proofed to limit costs and enable rapid uptake of electric vehicles, the report warns.

The role of fleets Julie Furber, vice president of Cummins Electrified Power points out that growing the share of electric passenger cars involves educating and winning over consumers oneby-one. Commercial fleets, by contrast, can be transformed more cohesively, in large tranches at a time, which has enormous potential.

Julie says: “We see the electrification of commercial vehicles as being reliant on technological maturity, economic reality, regulatory surety, and infrastructural capacity.

Only by developing the technology to the point where it’s ready to use, making it affordable enough to be economically viable, creating a policy environment where companies are confident in the solutions they choose, and ensuring the built environment is ready to support the vehicles, will EVs move into the mainstream.”

While there is a lot of work to be done by government, the auto industry, infrastructure specialists and the energy sector, “this shortened target will heighten ambition and focus minds to meet the challenges ahead”, comments Andy Eastlake from LowCVP. L FURTHER INFORMATION www.theccc.org.uk

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Road to Electric Report Written by Josey Wardle, infrastructure manager, Zero Carbon Futures

INFRASTRUCTURE

Workplace charging: what to think about?

If an organisation wants to prepare for the increase in electric vehicles, what should they consider when it comes to charging? Josey Wardle, infrastructure manager at Zero Carbon Futures, shares some thoughts Many businesses are considering the benefits of installing workplace charge points for use by their own fleet, employees or even visitors. With the current government workplace scheme available to provide up to £350 towards installation costs, now is as good a time as any to invest.

For businesses wishing to reduce their carbon emissions and save on running costs, switching their fleet to electric could be a priority. This is especially so with the recent changes in the Benefit in Kind tax which will help to bring the cost down for businesses.

Installing charge points prior to taking delivery of any new vehicles is essential to ensure a smooth transition to electric.

For employees, being able to charge at work is also a significant benefit and convenient due to the length of time a car is parked there. Workplaces offering charge points for their staff can help to increase interest in EVs and make it feasible for an employee to make a greener transport choice.

In addition to this, there may come a time when charge point provision in workplaces is a requirement. A recent consultation by the UK Government has proposed a minimum requirement of one charge point for every 20 car parking spaces in existing buildings.

Although the outcome of the consultation is yet to be announced, this could have a major impact on workplace car parks.

So, if a business is wanting to prepare for the increase in electric vehicles, what should they consider when it comes to charging?

how much energy will be required for each vehicle’s daily trips. Will each of the vehicles need a daily charge? What time of day will each of the vehicles be back at base with time to charge? Will you need to be charging multiple vehicles at the same time or can you spread charging throughout the day? Basically, you need to develop a recharging schedule from the start so that you can make sure that your vehicles will be ready for use each day.

What type of charge points will you need?

Different vehicles have different charging capabilities and charging times can

Who’s going to be using the charge points?

The first thing a business needs to decide is whether the charge points are for use by their own fleet, employees, visitors or all three? This will have an impact on a number of things including the type of charge points you may need, the operating model as well as the physical location. Different users will have different charging needs and it is worth being clear from the off-set what your motivations are. For example, you don’t want employees using charge points that are vital for the daily running of your fleet.

Charging points for fleet use What journey patterns does your fleet make?

To make an electric fleet work, the best place to start is a thorough assessment of the journey patterns of the vehicle. Using mileage logs and a review of your pay load, assess

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differ with different vehicles. Some larger vehicles, such as minibuses and trucks, have a different charging requirement altogether. Be sure you know what you need before placing an order.

Understanding the mileage of each vehicle also helps to understand what type of charge point you require. Overnight 7kW charging will be adequate for most vehicle fleets however if you have high mileage vehicles which need a quick turnaround then you may need to consider a rapid charge point.

Rapid charge points offer that additional security, charging a vehicle in around 30 mins, however they

A bu needs t siness whethe o decide r points a the charge by their re for use employ own fleet, ees or all th, visitors, ree?

Is there enough power capacity?

Knowing how much energy you will require each day for your fleet will also help you to understand if you have the power capacity needed at your depot or whether additional power will be required. Most charge point installers will be able to help you with this. Keep in mind that if you have an energy contract limit, charging a large fleet could take you over this.

Will a different energy tariff help you save?

It’s worth looking to see if a change of tariff could save you money. Smart off-peak tariffs could be ideal if most of your charging is done overnight.

Do I need to monitor use?

There are many ways to access a charge point such as through an RFID card, app or a payment card. This allows you to easily monitor the charging patterns of individual drivers or vehicles as well as charging employees or the public to use the posts.

However, incorporating an access system into your charge points will come at an additional expense and may not be required.

Road to Electric Report

come at a significant cost and are not covered by the workplace grant.

If you want to offer EV charging to employees then consider creating dedicated bays for EVs only. But you will need to think about how this can work in practice and how to enforce misuse How will you manage the vehicle charging schedule?

Will each of your drivers be expected to take responsibility for putting the vehicle on charge or will this be the role of a depot manager?

If you have multiple vehicles requiring charging, you may find a smart charging system useful. If you have one charger per vehicle this will spread available power between charging sockets to make sure all vehicles are ready for the next day’s use, but if you have fewer chargers than vehicles you’ll still need some manual intervention too.

Think about a maintenance agreement This is relevant to any charging provision but particularly so if your operations

depend on it. Make sure that you put in place a robust maintenance agreement that contains an SLA for call out times and covers spares and repairs.

Charging for employee use There’s nothing more frustrating than arriving at a charge point to find a petrol or diesel vehicle parked in the space. If you want to offer EV charging to employees then consider creating dedicated bays for EVs only. But you will need to think about how this can work in practice and how to enforce misuse. If parking spaces are at a premium in a car park then you may want to start with a small number of dedicated EV spaces which can grow with demand.

Driver etiquette Will you want to put restrictions in place to limit the amount of time an individual can charge? Charge points are a benefit to an employee but you don’t want anyone thinking that it’s their own private parking spot. Think about whether it could be feasible to put a booking system in place to keep things fair and encourage people to move their cars when fully charged.

Will you charge to charge?

There is no benefit-in-kind charge for employees charging their own cars at a workplace.

Charging at work can therefore be a real employee perk and incentivise travel by EV. You may however want employees to cover the cost of the energy they use. In this case you will need a back-office operator to manage this. This will come at an annual charge but it will allow payment to be taken. You can set the amount that you decide to charge but make sure that it’s at a fair market rate otherwise you may find your charge points go unused.

Do you want the public to use the charge point?

Finally, if you decide to charge a fee for the charge point, you could also offer charging to the general public. This could work especially well at set times when your car park is unused, especially at night if your business is close to a residential area. Just be careful to set limitations such as time to avoid clashes with your own needs. L

Zero Carbon Futures is an electric vehicle consultancy, specialising in supporting organisations to develop EV strategies and charging networks.

FURTHER INFORMATION www.zerocarbonfutures.co.uk

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Advertisement Feature

How data is enabling fleet electrification Organisations operating within clean air zones will have to evaluate whether their fleet complies. To help fleets transition to zero emission vehicles, Geotab can utilise vehicle data-driven insights to evaluate whether they would be suitable in a organisation’s fleet operations As part of the UK ‘Road to Zero” strategy, the national government is currently working with over 60 cities and local authorities where air pollution is above legal limits to develop local air quality plans.

Clean Air Zones (CAZ) are considered one of the key tools to help improve air quality in cities. As a result, several regions are due to adopt CAZ measures.

In the footsteps of the Ultra Low Emission Zone in London, Birmingham, Bath, Bristol and Leeds are due to implement similar versions over the next year.

Therefore, the clean up of city centre transport is accelerating. Oxford is the “first mover” to consult on a zero-emission zone or Red zone, therefore, unlike the Low emission zone in London, and all scheduled, under the plan, Oxford would not allow any vehicle within the restricted area unless it was a “zero-emission” vehicle, with the ability to travel 70 km for cars, and 10 km for vans emission-free.

As a result, fleets operating within these zones will have to evaluate their current fleet to understand whether these vehicles would be legal under the CAZ regulation.

Electric vehicles (EVs) produce zero emissions during operation, making them the perfect mitigating strategy to avoid the charges associated with non-compliant vehicles. Therefore, transitioning to EV is becoming an increasing priority for fleet operators.

However, EVs carry several obstacles for fleet operators to overcome. Namely, the high upfront purchase cost for the vehicle and charging infrastructure. Range anxiety, having confidence that the new battery technology will be able to meet the daily driving demands of the fleet vehicles. Other barriers include the lack of vehicle choice and changing customer habits. Having said that, first-move operators have already begun to transition to electric, or even have a fully-electric fleet in some cases. And, while this may have been done with little or no prior experience of electrification, the wealth of knowledge continues to improve around the characteristics of EVs as fleets begin to adopt. Crucially, we are now able to harness the power of data.

Data has become a lifeline to fleets. What first started as a regulatory requirement of emission testing has evolved into datadriven fleet management tools including,

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safety, compliance, driver behaviour and productivity metrics. Now, Geotab can utilise vehicle data-driven insights to evaluate whether fleets can transition to electric.

The Electric Vehicle Suitability Assessment (EVSA) is a procurement tool that analyses fleet data to provide evidencebased metrics for fleet managers to decide whether moving to electric makes sense. By tapping into vehicle data the tool makes EV recommendations based on three main criteria: Vehicle Total Cost of Ownership, Range Assurance, and the Environmental Impact.

Geotab has one of the world largest EV performance datasets One of the greatest challenges is the ability to effectively appraise the proposition of EVs. How much will it cost? And, will EVs be able to replace internal combustion engine (ICE) vehicles in practice?

One of the key barriers to electrification is the upfront cost. The EVSA accesses the full life cycle of the vehicle, taking into account not only the purchase price but all associated operating costs, including any incoming CAZ charges. The idea is to showcase how cost-competitive EVs are over the lifecycle of the vehicle in comparison to ICE, as in a number of cases EVs are already there, and we are seeing this with several fleet operators who are first movers to electrification.

Another key consideration is range anxiety.

Fleets require the ability to operate within working hours without worrying about the need to charge, hence a potential loss

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in vehicle productivity. The EVSA assesses each vehicle’s longest daily driving distance and recommends an EV that has a range to service this requirement. Therefore, taking a very conservative approach to EV replacement, giving you confidence that your EV is ready for deployment.

Finally, CO2 emissions. The transport sector as-a-whole contributes a significant portion of total economic output. The EVSA provides the ability to quantify your fleets’ emission output from the current to the EV recommended fleet.

A challenge for fleets is being able to reduce their emission output while at the same time evaluating the cost implications. The EVSA has the ability to present both of these critical points for evaluating the transition to electric. First movers in fleet electrification are seeing a number of economic benefits, particularly, a reduction in fuel and maintenance costs, and as a result, displaying a competitive cost comparison to ICE vehicles over the lifetime of the vehicle.

Crucially, we understand that fleets will not transition to electric overnight, it is more likely to be a gradual process.

Therefore, it is equally important to have the ability to manage mixed fleets (ICE and EV) within one platform. Whether you are transitioning or managing EVs, the constant ingredient is data. L FURTHER INFORMATION Web: www.geotab.co.uk Twitter: @GEOTAB LinkedIn: linkedin.com/company/geotab/

Road to Electric Report

EV INCENTIVES

What money is there to support EV adoption?

Although grants for electric vehicles and chargepoints have recently been reduced, a pot of cash still remains available.

We summarise what grants and incentives can be used for electric vehicle purchasing

Incentives to drive the adoption of electric vehicles is vital. While the vehicles, technology and infrastructure remains costly, grants and incentives help drive the market, which in turn will help drive purchase prices down.

But as the market grows and evolves, monetary incentives reduce.

The plug-in Car Grant scheme has been in place since 2011 to support the uptake of ultra-low emission vehicles. The grant rate was originally set at £5,000 for all eligible ultra low emission cars. In 2016, it was reduced by £500, and in 2018, the grant was reduced again to £3,500 - and it was cut completely from plug-in hybrid cars so that all incentives were directed to zero-emission cars.

In the March 2020 budget, while it was welcome news that the PICG would be extended to 2022-23, it again took another hit - this time being reduce to £3,000.

It was also announced that the grant excludes cars costing £50,000 or more.

The 2020 Budget also confirmed that grants to support the purchase of zero emission vans, taxis and motorbikes would continue to 2022-23 and at the same rate as before. Vans get up to £8,000 subsidy, large vans and trucks get £20,000, taxis get £7,500, and motorbikes get up to £1,500.

The government says that the rates are subject to review, depending on how the market develops, and that the “small reduction to the grant, as well as excluding cars costing £50,000 or more, will allow more drivers to benefit from making the switch for longer.”

Infrastructure support The Office for Low Emission Vehicles (OLEV) has announced it is continuing the electric vehicle home charge scheme (EVHS) and workplace charging scheme (WCS), but is reducing it from £500 to £350 from 1 April 2020.

The new rate will apply to installations on or after 1st April 2020 for EVHS, and will apply to voucher applications submitted on or after 1st April 2020 for WCS. The government claims the change in the grant will enable twice as many people to benefit from a grant, from 30,000 to 57,000 for home-charger purchasers.

The government has also extended who can benefit from the EVHS scheme to include larger electric motorbikes, as currently only electric cars and vans are eligible.

It is also doubling the number of sockets allowed under the workplace charging scheme from 20 to 40.

Money for local authorities OLEV has also re-confirmed the continuation of the ‘on street residential chargepoint scheme’ (ORCS) for another year, but is changing the grant rate, from £7,500 to £6,500 for 2020/21 applications.

Local authorities can apply for a grant to cover part of the capital costs of installing chargepoints for residents who lack offstreet parking. The grant rate will be set at £6,500 per chargepoint. OLEV says it can extend this to £7,500 per chargepoint in certain circumstances and only on occasions where a local authority has demonstrated a need for this level of support.

The government says that by lowering the cap, it is able to support more local authorities overall and contribute to a better spread of chargepoints across the country.

While the scheme will remain broadly first come, first serve, OLEV says it will look to prioritise on basis of need and whether previous funding has been awarded in order to ensure provision is “levelled up” across the country.

Other perks Drivers of electric vehicles can enjoy other benefits. For example, company car drivers choosing a pure electric vehicle will pay no benefit-in-kind (BIK) tax in 2020/21. They will then pay 1% in 2021-22 before returning to the planned 2% rate in 2022-23.

With the emergence of clean air measures in various cities, drivers of electric vehicles can rest assure that their zero emission electric vehicles will avoid penalties.

In London, zero emission vehicles qualify for the 100 per cent cleaner vehicle discount on the congestion charge and do not have to pay to enter the Ultra Low Emission Zone (ULEV). It is worth noting however that congestion charge exemptions for pure-electric cars is only in place until 24 December 2025.

As the electric vehicle market matures, money to support the uptake of electric vehicles will inevitably reduce. Now is therefore the time to make the most of it. L FURTHER INFORMATION www.gov.uk

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Road to Electric Report

ELECTRIC VEHICLES

Looking beyond tailpipe emissions The “green credentials” of electric vehicles have regularly been questioned. But a new study shows that even once emissions from production and electricity generation are taken into account, electric vehicles are still the cleaner option Electric vehicles feature prominently in policies to reduce carbon emissions.

However, since electricity generation involves using fossil fuels, media reports have regularly questioned whether electric cars really are “greener”.

But a new study by the universities of Exeter, Nijmegen and Cambridge has concluded that fears that electric cars could actually increase carbon emissions are unfounded in almost all parts of the world. It says that electric cars lead to lower carbon emissions overall, even if electricity generation still involves large amounts of fossil fuel.

Driving an electric car is better for the climate than conventional petrol cars in 95 per cent of the world, the study finds. The only exceptions are places like Poland, where electricity generation is still mostly based on coal.

Average lifetime emissions from electric cars are up to 70 per cent lower than petrol cars in countries like Sweden and France (which get most of their electricity from renewables and nuclear), and around 30 per cent lower in the UK. In a few years, even inefficient electric cars will be less emission-intensive than most new petrol cars in most countries, as electricity generation is expected to be less carbon-intensive than today.

The study projects that in 2050, every second car on the streets could be electric.

This would reduce global CO2 emissions by up

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to 1.5 gigatons per year, which is equivalent to the total current CO2 emissions of Russia.

“We started this work a few years ago, and policy-makers in the UK and abroad have shown a lot of interest in the results,” said Dr Jean-Francois Mercure, of the Global Systems Institute at the University of Exeter.

“The answer is clear: to reduce carbon emissions, we should choose electric cars and household heat pumps over fossilfuel alternatives.”

“In other words, the idea that electric vehicles or electric heat pumps could increase emissions is essentially a myth,” said Dr Florian Knobloch, of the Environmental Science Department at the University of Nijmegen (The Netherlands), the lead author of the study.

“We’ve seen a lot of discussion about this recently, with lots of misinformation going around.

“Here is a definitive study that can dispel those myths. We have run the numbers for all around the world, looking at a whole range of cars and heating systems.

“Even in our worst-case scenario, there would be a reduction in emissions in almost all cases. This insight should be very useful for policy-makers.”

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Looking at the life-cycle The study examined the current and future emissions of different types of vehicles and home heating options worldwide. The researchers carried out a life-cycle assessment in which they not only calculated greenhouse gas emissions generated when using cars and heating systems, but also in the production chain and waste processing.

The research divided the world into 59 regions to account for differences in power generation and technology.

In 53 of these regions – including the US, China and most of Europe – the findings show electric cars and heat pumps are already less emissionintensive than fossil-fuel alternatives.

These 53 regions represent 95 per cent of global transport and heating demand and, with energy production decarbonising worldwide, Dr Mercure said the “last few debatable cases will soon disappear”.

“Taking into account emissions from manufacturing and ongoing energy use, it’s clear that we should encourage the switch to electric cars and household heat pumps without any regrets,” Dr Knobloch concluded.

Bat manufatery emissio cturing to be o ns appear magnit f a similar manufaude to the c an aver turing of age vehicle ICE

Road to Electric Report

What about the battery?

A report by the International Council on Clean Transportation (ICCT) in 2018 also found that electric cars are much cleaner than internal combustion engine cars over their lifetime.

The ICCT team found that a typical electric car today produces just half of the greenhouse gas emissions of an average European passenger car. Furthermore, an electric car using average European electricity is almost 30 per cent cleaner over its life cycle compared to even the most efficient internal combustion engine vehicle on the market today.

The ICCT report found that the carbondebt from battery manufacturing life-cycle emissions is quickly paid off. An electric vehicle’s higher emissions during the manufacturing stage are paid off after only two years compared to driving an average conventional vehicle, a time frame that drops to about one and a half years if the car is charged using renewable energy.

Approximately half of a battery’s emissions come from electricity used in the manufacturing process. Battery manufacturing emissions appear to be of similar magnitude to the manufacturing of an average internal combustion engine vehicle, or approximately a quarter of an electric car’s lifetime emissions. However, the report does say that recent estimates of battery manufacturing emissions vary by a factor of 10, indicating the need for additional research in this field.

An electric vehicle’s higher emissions during the manufacturing stage are paid off after only two years compared to driving an average conventional vehicle, a time frame that drops to about one and a half years if the car is charged using renewable energy More work to be done While these reports are positive, electric cars don’t completely solve the environmental issue of transport. Shifting the car fleet to electric in time to meet the UK’s 2050 climate goal will be hard. There is a significant amount of work that needs to be completed first, such as a greater vehicle choice and a better charging infrastructure.

There is also the issue of the grid.

A big rise in EV demand could put a huge strain on the generation and supply of clean energy.

What’s more, abrasion of electric car tyres and brakes will still create pollution in cities.

“Electrification is necessary but not enough,” warns Prof Greg Marsden from the Institute for Transport Studies at Leeds University.

“Travel demand reductions of at least 20 per cent are required, along with

a major shift away from the car if we are to meet our climate goals.

“This implies a really major social change.

That is why it is a climate emergency and not a climate inconvenience.”

Echoing this thought, Dr Knobloch added: “Switching to electric cars is not a silver bullet. Electric cars still cause emissions even if we have green electricity. So we should make the production greener, but also we should really question where we really need individual ownership of cars.”

The study by the universities of Exeter, Nijmegen and Cambridge is entitled: Net emission reductions from electric cars and heat pumps in 59 world regions over time. L FURTHER INFORMATION www.exeter.ac.uk www.theicct.org

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Road to Electric Report

ROUNDTABLE In association with

Sponsored by

Transition to electric vehicles Greater Manchester is due to introduce the largest proposed Clean Air Zone outside London from 2021. To find out how they could be affected and to learn about the transition to electric vehicles, a diverse mix of fleet operators attended GreenFleet’s roundtable on 27 February The proposed Clean Air Zone in Greater a major package of clean vehicle funds to Manchester is due to be implemented in 2021. help affected Greater Manchester businesses It would initially mean that buses, coaches, upgrade their fleets with compliant vehicles, HGVs, taxis, and private hire vehicles that and trebling the size of the region’s publicly do not meet government-specified emission owned electric vehicle charging point network. standards would be required to pay a daily The Clean Air Plan proposals are being charge to drive in Greater Manchester. Nondeveloped by Greater Manchester’s compliant vans would be included from 2023.

10 local authorities and Transport These measures, together with the proposed for Greater Manchester (TfGM).

2035 petrol and diesel vehicle ban, is focusing Jason Smith, clean air delivery officer at fleets’ attention on moving to cleaner vehicles.

TfGM, explained that the Clean Air Plan To learn more about the proposed proposals, including the Clean Air Zone, clean air measures and to learn from cover the whole of Greater Manchester, an others on how to transition to an electric area of more than 500 square miles. fleet, a mix of local fleet operators Acknowledging that electric van choice and attended GreenFleet’s roundtable on availability, particularly in the used market, 27 February at the Etihad Stadium. is not as large as passenger cars, Jason The proposed Clean Air Zone is one of explained that Greater Manchester’s the measures set out in Greater intention to delay inclusion of Manchester’s Clean Air non-compliant vans in the Site sele Plan, which is designed Clean Air Zone until 2023 to bring nitrogen takes this into account. was hig ction dioxide air pollution as key, a hlighted s levels in the region charge many public within legal limits as points in st quickly as possible. in the e arly day alled The proposals also sw installed include, subject to in a rush ere put in in and government funding,

appropr iate places

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EV charging The public charging infrastructure was a topic that came up time and again.

Site selection was highlighted as key, as many public charge points installed in the early days were installed in a rush and put in inappropriate places.

To remedy this issue in Greater Manchester, Jason told delegates that a new charge point operator had been appointed and will be working to replace the network, with site selection being a vital consideration.

Workplace charging was also the focus of a lively discussion. To help with the costs, the Work Place Charging Scheme (WCS) from the Office of Low Emission Vehicles (OLEV) covers some of the purchase and installation costs, up to a maximum of £350 for each socket, and up to a maximum of 40 across all sites for each applicant.

Stephen Todd from East Riding of Yorkshire Council explained that the grant brings the cost of workplace charges right down. And by getting the council’s

Banning petrol and diesel vehicles The government has plans to bring forward the end date for the sale of new petrol and diesel cars and vans from 2040 to 2035. It is also considering including hybrids for the first time, which has come as quite a shock to the industry.

Until quite recently, there have been generous subsidies offered for plug-in hybrids. But it seems that policy is now considering the real impact of hybrids, as various studies report that PHEVs could actually be emitting more CO2 than equivalent petrol-only cars due to extra battery weight. There is also the risk that drivers do not charge them.

While hybrids have played an important role in getting drivers used to electric motoring, they are no longer needed as much as they once were due electric vehicles (EVs) approaching cost parity and achieving longer range.

Adam Forbes from Stockport Council explained how they currently have three Nissan eNV200s, and that the total cost of ownership (TCO) for these vehicles is the same as diesel, if you exclude the initial cost of the recharging infrastructure.

Delegates were asked about their reaction to government’s 2035 plans. There was a consensus around the table that plans to include hybrids caught everyone by surprise.

Adam commented that the 2035 ban on petrol and diesel vehicles “makes a stronger business case to switch to electric vehicles”.

Overall, delegates agreed that 15 years is enough time to plan for electric vehicles,

but mainly for passenger cars and some vans. For HGVs, specialist emergency vehicles and plant equipment, longer is needed and other technologies must be investigated, particularly hydrogen.

Getting EVs on fleet A number of fleets around the table had made use of the Energy Saving Trust’s fleet consultancy. The organisation will conduct full analysis of a fleet’s data and produce its recommendations in an in-depth report.

Event sponsor Mark Barrett from Harris Group (LDV / Maxus) – makers of the electric EV80 and soon to be launched DELIVER 9 & e deliver 3 – explained how the company can also help organisations understand if electric vehicles would suit their operations, by analysing routes and data.

Crucially, however, if electric vehicles do not suit a company, then LDV / Maxus will never attempt to sell them.

The best way to see if an electric vehicle would suit a fleet’s operations, according to Mark, is to “get a demo vehicle and use it in your own environment.”

Speaking about the lesser known benefits of electric vehicles, Mark added: “Electric vehicles have 75 per cent less maintenance costs than ICE vehicles. Regenerative braking also minimises brake wear.”

LDV / Maxus’ approach to battery maintenance and replacement was well received by delegates. The company has the ability to check the health of batteries at cell level and the design of the battery allows them to replace cells (rather than the whole battery), which is more cost effective and allows the battery life to be prolonged.

A smooth transition to electric Delegates were asked what they would ask of the government to make it easier to transition to electric vehicles. Improvements to the infrastructure were brought up, including being interoperable and consistent, and to offer rapid chargers using contactless payment.

Event Supporter

Kate Armitage, chair and GreenFleet Ambassador Mark Barrett, General Manager, Maxus / LDV Adam Forbes, Waste Manager, Stockport Metropolitan Borough Council

Road to Electric Report

street lighting team to do the installation, he was able to save further money.

Discussing the issue of workplace charging, Maria Bate from Clarke Energy explained that her company had to upgrade the electrics of the building to accommodate 20 charge points, but the building has now reached maximum power capacity. “We wanted to install more charge points last year but it required a massive electrical upgrade. We have staff that want electric vehicles but we can’t accommodate them,” explained Maria.

In this instance, load balancing can help.

Roundtable host and charging infrastructure specialist Kate Armitage explained that load balancing means you can install further charging points without changing connection capacity as power is distributed equally.

Sophisticated back office software can also charge depending on what vehicles are needed when.

Kate stressed the importance of finding out how back office systems work when choosing charge point providers. Questions should be asked on whether systems are interoperable and whether they are OCPP (Open Charge Point Protocol) compliant. The OCPP offers a uniform method of communication between charging station and Charging Station Management System (CSMS), meaning it is possible to connect any CSMS with any charging station, regardless of the vendor.

Workplace chargers will become commonplace in the future as there is an EU Buildings Directive coming into force by 2025 that will require employers to install chargers in 20 per cent of all company parking spaces.

GreenFleet roundtable attendees

Damian Walshe, Fleet Manager, Greater Manchester Fire and Rescue Service Maria Bate, Fleet Manager, Clarke Energy Thomas Rook, Chair, GMPHA Jason Smith, Clean Air Delivery Officer, Transport for Greater Manchester Adam Graham, Principal Transport Planner, Warrington Borough Council Stephen Todd, Contract Manager, East Riding of Yorkshire Council Sam Collinson, Logistics Engineer, Lancashire Fire and Rescue Service Lee Shant, Fleet Administrator, Lancashire Fire and Rescue Service Tony Kendrick, Transport Team Manager, St Helens Council

Certainty over BIK for electric vehicles in four years time was also raised.

In summary, the CAZ proposed for Greater Manchester, together with the future ban on pure petrol and diesel vehicles – is focusing fleets’ attention on moving to electric vehicles. Concerns were still raised about the public charging infrastructure, and for those installing charge points, site selection was highlighted as key to making it work.

Delegates were mostly positive about electric vehicles and agreed they can work in many applications. However, HGVs and specialist vehicles such as for the emergency services, Event Sponsor needs further investment in technology. L Event Sponsor

Jason Smith, Clean Air Delivery Officer, Transport for Greater Manchester

Mark Barrett, general manager, Maxus (formerly LDV)

Jason Smith is a Clean Air Delivery Officer within the Early Measures project team at Transport for Greater Manchester. The role of the Early Measures project is to encourage the uptake of Electric Vehicles in Manchester. This is to be delivered by investing in new infrastructure but also encouraging behaviour change through various public and business initiatives.

Mark is a leading figure in the automotive industry and is part of the Harris Group, the company responsible for the relaunch of LDV’s commercial vehicle range in the UK and Ireland in 2016. Mark has also been instrumental in the recent announcement that LDV will rebrand to Maxus. Mark has almost 25 years experience in the automotive industry.

Issue 126 | GREENFLEET MAGAZINE

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Flexibility without commitment.

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THE ROAD TO ZERO

Road to Electric Report

VIEW FROM THE EXPERTS The government is mulling over plans to bring forward the end-date of new petrol and diesel vehicles to enable it to meet its 2050 net zero plans. But what needs to happen to achieve this and what challenges will this pose fleets? We ask Stuart Thomas from the AA and Dan Hawkes from Europcar Mobility Group UK for their views The government has announced it is consulting on bringing forward the end to the sale of new petrol and diesel cars and vans from 2040 to 2035, or earlier if a faster transition appears feasible, as well as including hybrids for the first time.

This follows a report by the Committee on Climate Change which says that many of the government’s current plans for reaching its net zero carbon target by 2050 are insufficiently ambitious and others are proceeding too slowly, even for the current 80 per cent target. To put it bluntly, it says “2040 is too late for the phaseout of petrol and diesel cars and vans, and current plans for delivering this are too vague.”

Bringing the end date of new petrol and diesel car forward puts further pressure on the auto industry and organisations that operate vehicles.

“Clearly there is a big challenge ahead for organisations that need to keep their people and goods moving,” comments Dan Hawkes from Europcar Mobility Group UK. “The industry reaction to the government’s latest announcement has been mixed with many manufacturers raising concerns over the accelerated timetable. There is unquestionably a lot that needs to be done to achieve the goal, not least of which improving the charging infrastructure.”

Getting people to buy electric vehicles will help the market mature and show that there is demand. But taking the plunge into what some see as a ‘risky’ technology takes support and encouragement.

“We need to offer more incentives to encourage fleets to take the next step towards zero-emission vehicles,” comments Stuart Thomas from the AA. “This could include scrapping the VAT on new EVs. Extending the plug-in grant for another three years in the Budget was a good move, however, we were disappointed that the grant was cut by £500 to £3,000. We should also be investing in building gigafactories in the UK to help improve battery supply, R&D to increase range, payloads and end of life recycling batteries.”

A flexible transport policy The future vehicle landscape could look very different. But while things are still changing, looking at different ways of travelling could help side-step any challenges.

Dan Hawkes, Head of Sales Performance, Corporate Mobility and Market Intelligence, Europcar Mobility Group UK Dan Hawkes is Head of Sales Performance, Corporate Mobility and Market Intelligence at Europcar Mobility Group UK. With over 15 years’ experience in the automotive industry, Dan was appointed to his current role in 2018 with a focus on developing the implementation of new mobility solutions for the company’s B2B customers. Prior to joining Europcar, Dan had an extended career in the motor industry spending over six years across various functions within a European vehicle manufacturer including forming part of a working group focusing on the initial roll out of its first EV models to the UK market. Having two daughters, Dan recognises the rapidly changing consumer trends and a need for utilisation of new technologies to deliver a great customer experience across an array of sustainable solutions.

Stuart Thomas, director fleet & SME services, the Automobile Association (AA) With more than 20 years’ experience in the fleet sector, Stuart’s extensive knowledge of the industry comes from roles across contract hire, disposal and related fleet services. His experience includes working with organisations including Nissan Finance and Lombard.

In 2000, Stuart joined The Automobile Association (AA) and was promoted to the role of director of fleet services, where he is responsible for managing all aspects of the AA’s fleet and small-or-medisum sized (SME) clients. This includes some of the UK’s largest fleets and most diverse business users. In this role, Stuart delivers bespoke contracts and manages a team of more than 35 dedicated account managers, call handlers and sales personnel within the company.

“The old model of long-term leasing or even outright acquisition could catch some businesses out, says Dan. “Taking a ‘usership’ rather than ‘ownership’ approach to fleet management will, therefore, make more and more sense. And solutions like Europcar Advantage, which provides brand new vehicles for a minimum of three months without having to make any longer-term commitment fits the bill very well.

“Indeed, in no small part prompted by the current vehicle supply delays caused by WLTP, we have seen a significant growth in uptake of Advantage, proving that it is

meeting a very immediate and specific need in businesses and other organisations.”

Stuart agrees that a degree of flexibility is needed for fleets because first and foremost, vehicles have to be fit for purpose. He says: “Rather than car-makes necessarily increasing the number of EVs, fleets need more options of vehicles that are fit for purpose. For reasons of payload, range and cost, many of the zeroemission models currently on the market don’t yet meet fleet and business requirements. We can’t have organisations reliant on one or two manufacturers as it will lead to the bottlenecks in supply which we have already seen. E Issue 126 | GREENFLEET MAGAZINE

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Road to Electric Report

Final thoughts  “As a country, the UK needs to focus on a more integrated transport policy that goes beyond just cars and vans. While the direction of travel for policy is clearly towards an electric future, we won’t solve everyone’s transport needs with electric cars and vans alone.

Transition and alternative fuels, such as LPG, LNG, CNG and hydrogen, need to be supported when the circumstances are appropriate.”

Why hybrids too?

The government is also consulting on banning the sale of new hybrids for the first time, which has taken the industry by surprise.

What is the argument against hybrids?

“Plug-in hybrids were put in place to help drivers transition to full EV adoption, providing the behavioural nudge to get us all used to plugging vehicles in,” explains Stuart.

“However, with different types on the market – mild, self-charging and plug-in hybrids, the potential for confusion among consumers and businesses is significant. With a lack of driver knowledge and education, some of these hybrid vehicles have been used ineffectively, making them more expensive and less efficient.

“However, just because the education phase needs work doesn’t mean we should automatically label all hybrids as ‘bad’. The higher payload versus some of the zero emission vehicles currently available means hybrids may be better placed to help tackle climate change than the choice of keeping older, polluting vans on the road while waiting for zero emissions technology to catch up.”

The phase out Regardless of when it happens, the phase out of petrol and diesel is in progress. But what does the transition look in real terms?

“We have consistently called for a phased plan which provides fleets and businesses with the incentives to switch to zero emissions vehicles,” says Stuart. “Had the Chancellor followed our calls to scrap the VAT on electric cars in the recent Budget, for example, it would have had an influential impact on drivers looking to change their car. We welcome, of course, the news of greater investment in infrastructure and the extension of the plug-in grant for another three years, but opportunities are being missed to truly engage businesses and fleets.”

Stuart continues: “If we want to see widescale adoption of zero emission alternatives, we need to provide fleet managers and businesses with a forward-looking roadmap that delivers clarity and plenty of carrots rather than sticks to make the change.

To avoid unnecessary business disruption, organisations need genuine choice so they can pick the vehicles and powertrains which are fit for purpose for their individual needs, while integrated transport policies need to provide clarity about what is coming down the track.”

During the transition phase, fleets can benefit from looking at flexible travel solutions. Dan comments: “The next 12-15 years is going to see a steady transition by manufacturers.

During that time it’s vital that fleet managers can stay on top of their business needs, balancing those with shifting availability of different vehicle types. And that calls for a

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real collaboration between fleet managers and their supply chain, whether that’s the manufacturers themselves, leasing companies or more holistic mobility providers like Europcar.

“Flexible solutions like Europcar Advantage will continue to give organisations access to the latest motoring technology – but without having to make long-term commitments. And that has to be good news, not just financially but in terms of environmental sustainability.”

The question about infrastructure The Department for Transport has announced that government funding for the installation of chargepoints on residential streets next year will be doubled. This could fund up to another 3,600 chargepoints across the country, and make charging easier for those without an off-street parking space.

Increasing the amount of charge points will improve the charging infrastructure to an extent, but what other limitations does it have?

“Alongside more charging points, we also need a mixture of charging speeds, ease of payment, the potential to book a charging point in advance and so on,” comments Stuart. “The recent Budget announcement recognising the need for further investment in rapid charging points is welcome, but conversations need to take place to resolve the issue of drivers who don’t have dedicated off-street parking, particularly as more organisations require employees to take their work vehicles home.

“Maintenance and off-road parking are both major factors which need to be resolved,” Stuart continues. “There are lots of open questions around Induction Charging; can it be embedded into the UK streets? What about vandalism?

Can we align this with adequate street lighting and safety for drivers? One of the main issues around on-street charging is the requirement to get power from substation to pavement. The conversation between regional electric companies, local authorities and infrastructure providers needs to happen quickly.”

Stuart adds: “We need clear policy, to harness the latest technologies, and take note from other countries who have started on this path already, including Holland which is well ahead of the UK on this. The UK needs to invest: Build it and they will come.”

A chance to test the vehicles Giving vehicle users the confidence that they will be able to get where they need to be in an EV is a challenge that has to be addressed.

Europcar Mobility Group UK believes that giving fleet managers the ability to ‘test’ how electric works in real-world conditions is a vital step in addressing that challenge.

Dan explains: “We are working with a number of different manufacturer partners and vehicle users to put electric to the test. For example, we have recently joined forces with Mercedes-Benz Vans to give several businesses that use vans as an integral part of their operating model the opportunity to trial the Mercedes-Benz eVito panel van to help them understand the types of journeys and user applications that are best suited to electric motoring.”

DRIVING THE SWITCH TO CLEANER FLEETS | www.greenfleet.net

Dan Hawkes We need to address how employers keep people and goods moving now without finding themselves out of sync with the inevitable changes coming down the line. The old model of long-term leasing or even outright acquisition could catch some businesses out. Taking a ‘usership’ rather than ‘ownership’ approach to fleet management will, therefore, make more and more sense. And solutions like Europcar Advantage, which provides brand new vehicles for a minimum of three months without having to make any longer-term commitment fits the bill very well.

Stuart Thomas We need to offer more incentives to encourage fleets to take the next step towards zero-emission vehicles. This could include scrapping the VAT on new EVs. Extending the plug-in grant for another three years in the Budget was a good move, however, we were disappointed that the grant was cut by £500 to £3,000.

We should also be investing in building gigafactories in the UK to help improve battery supply, R&D to increase range, payloads and end of life recycling batteries.

Geotab telematics units including purposebuilt EV reporting and Sure-Cam in-car dash cam technology have been integrated into the vehicles to ensure Europcar, MercedesBenz and the eVito users can gain the best possible insight from the trials.

Dan continues: “Many businesses are eager to adopt the most sustainable fleet solutions but still need to understand how these will work for their operational models and by offering this simple ‘test drive’ facility, in partnership with MercedesBenz, we are enabling businesses to try out an electric van on a day to day basis to see if it will work for them.

“In the longer term, we believe renting electric will prove a massive benefit to businesses that are working in low emissions zones on a short term basis, or simply want to temporarily integrate an electric van into their existing fleet for ‘on demand’ environmentally friendly motoring. The learnings from the trials will, therefore, help us shape our electric van rental solutions for the future, as well as provide Mercedes-Benz with valuable customer feedback.” L

What to do with vehicles, and how to maintain them, depends on how long they will be left idle. For example, if fleet drivers are using vehicles to top up on food and supplies, meet caring needs or commute to an essential job or industry, then it is business as usual. But, for many, there will be no need to use vehicles for a lot longer, perhaps even months.

Even if vehicles are not being used, they will still need to be insured unless you make a Statutory Off Road Notification (SORN). You can only make a SORN if the car is being kept off the road.

How long can you leave a vehicle without starting?

How long you leave a vehicle without starting will depend on the condition of the 12-volt battery. Most modern cars with a healthy battery should last at least two weeks, without needing to be started up to re-charge the battery. If there’s any doubt about the condition of the battery, fleet drivers should start it once a week just to be safe.

What happens if you don’t drive a vehicle for a long time?

If the vehicle has been regularly started and run for 15-minute periods, the battery should work. The tyre pressures should be checked and adjusted before driving. Check all fluid levels, before starting the engine. The brakes may have some corrosion on them, especially if the car was wet when it was parked up.

Drive carefully and test the brakes as soon as possible. Make sure you use your brakes for the first few miles to clean off any corrosion.

Check nothing’s nesting under the bonnet or has chewed through the pipes/hoses. Arrange a full service once it’s running again if your vehicle has been standing for a long time.

What if the MOT expires?

The government has announced a sixmonth exemption from the MOT test for cars, motorcycles and vans which are due for a test from 30 March 2020, although vehicles must still be kept in a roadworthy condition. Garages will remain open for essential repair work.

Leaving vehicles parked for up to a month Before parking a vehicle up for a long period, it’s a good idea to top up with fuel. Not only

will this help with other measures, but a full tank doesn’t attract condensation, which could cause issues if allowed to build up over time.

If possible, connect the vehicle’s battery to a mains-powered battery maintainer.

Otherwise, start the engine once a week and allow it to run for about 15 minutes. This will re-charge the battery and help keep the engine in good condition. It’s important to allow the engine to run for this long so the battery can charge properly. In the case of petrol engine cars, it also helps to prevent engines from flooding with fuel. Never leave vehicles unattended with the engine running.

Sometimes, when a vehicle is parked up for a long period with the parking brake on, the brakes can seize. To prevent this, it’s good practice to release the parking brake and move the vehicle a short distance back and forth, at the same time as running the engine. The parking brake shouldn’t be left off unless the vehicle is on private land with the wheels securely chocked.

Electric vehicles and hybrid vehicles have 12-volt batteries, the same as conventional cars. However, they charge differently. Pressing the start button, so the ready light comes on, will operate the charging system. Doing this for 10 minutes once a week should keep the 12-volt battery topped up. Some electric and plug-in hybrid vehicles can maintain their 12-volt batteries if they’re plugged in to the mains charger. Check your vehicle handbook for details on this.

Don’t run a car engine inside a household garage as the exhaust fumes can be toxic.

If you keep your car in a garage, pull it out onto the drive to run the engine to charge the battery. Before driving the car after a long period parked up, check all of the tyre pressures and inflate if needed.

How to store a vehicle longer than a month Clean and polish the vehicle, and lubricate the locks. Make sure the vehicle is dry if stored in a garage, and there is plenty of ventilation.

Consider a refund on car tax by making a Statutory Off Road Notification (SORN). You should also discuss whether is it appropriate to reduce insurance cover to fire and theft only.

Mobile recall service While the DVSA is encouraging operators to take advantage of text, email, advertising

Written by

During coronavirus lockdown, many organisations are still working; fleets and drivers are out on the road performing essential activities to keep our emergency services, retail and logistics sectors moving. However, with the country facing unprecedented challenges and non-essential travel restrictions in place (albeit under constant review), several organisations have made the decision to keep their people – and vehicles – at home. But there are certain things to bear in mind

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Keeping fleets in top condition while not in-use

and marketing channels to reach an increasingly diverse group of end drivers, alongside the official recall letters, the AA wants to help fleets go one step further in the push for recalls response.

As such, the organisation is working with manufacturers to develop a complementary mobile recalls servicing team, to operate alongside the existing dealer network.

Stuart Thomas, director of fleet & SME services at the AA says: “We know the ideal solution for manufacturers is to get customers back into the dealership so they can manage the ongoing relationship.

However, for a variety of reasons, that might not always be possible. Our research suggests drivers are looking for increasingly convenient and mobile solutions and we’re working with manufacturers and fleet operators to meet that need.”

Examples include sending AA technicians to the Scottish islands to carry out planned recall work on behalf of a manufacturer without dealers in the area, while pilots have also been conducted on a regional basis to support dealers managing a backlog.

Thomas concludes: “Our focus is on developing data and technology to better support predictive and preventative maintenance. Going beyond traditional breakdown, we are working closely with organisations across the mobility sector to develop solutions which will provide the changing driver demographic with increased convenience and the opportunity to better plan their lives around their vehicle requirements. Our work on recalls is just one part of the process.” L FURTHER INFORMATION www.theAA.com/business

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