Destination Net Zero Magazine Issue Three

S U S T A I N A B I L I T Y - E N E R G Y - E N V I R O N M E N T - F U E L

E

IVECO plugs new eDaily

HVO SWITCH

ISSUE

LEASE AN eTRUCK

THREE

BATTERY FIRE DETECTION SCANIA BEV Urban

NEWS

UPDATES

PEDAL Power

-

MODAL

SHIFT

DAF Trials

-

LOW

EMISSIONS

MAN eTruck

-

RENEWABLES

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Welcome to issue three of Destination Net Zero Perfect preparation prevents poor performance...

Finally, the much-hyped battery-electric Tesla semi is poised to enter commercial service with Pepsico in the USA. Tesla boss Elon Musk has been rather distracted by social media recently, so it is no great surprise that a ‘launch event’ in December 2022 was rather short on detail.

We still don’t know the unladen weight of the truck, but have been told the range between charges is up to 500 miles, which at first blush is an impressive figure.

Dig a little deeper though, and all is not quite what it seems. There may be two versions of the Tesla: one with a large battery that enables it to meet the range figures Musk promised investors and customers at the original product reveal (just before he distracted everyone by launching his personal Tesla car into space on one of his rockets), and another which has a commercially viable payload.

Reuters, reporting on Pepsico’s plans for the trucks, stated that they would be used to transport potato snacks over a 500-mile radius, and deliver the company’s key fizzydrink product to destinations within 100 miles of the hub. All of which suggests one truck with more battery than payload to handle the long-haul, and another shortrange truck little different to any other battery-electric commercial vehicle in terms of performance with a more viable payload.

This is, of course, just what most operators don’t need. Traditionally, short-haul applications are mostly the light loads, and long-hauls the heavy ones. It all smells rather more of marketing than anything else.

This matters little to operators this side of the pond, except that the biggest threat to the introduction of electric vehicles is probably the early adopters of the technology. Without adequate preparation and support, such operators are likely to suffer bad experiences which will tarnish the industry’s view of the technology.

There is every sign that this may be happening already. Mobility and fleet researcher Arval Mobility Observatory reports that as many as one-third of the companies operating or considering electric vehicles do not have charging points at their company premises, and of these only 17% were planning on installing chargers in the coming year. At 39%, the proportion of European companies operating electric vehicles without charging was even higher.

As electric vehicles become both larger and more numerous, so the need to address this issue becomes more important. Many current chargers will have been positioned with only car access in mind; and may be of little use to drivers of electric commercial vehicles.

It’s important therefore, that operators, even if they don’t currently have plans to electrify their fleets, take a look at the future when making long-term decisions such as renewing a lease on a premises. Is there sufficient room for the required chargers, and is the electricity supply up to the job?

It’s all a bit of a leap into the unknown.

This is the point where it become important to forge links with vehicle manufacturers well ahead of any purchasing plans. Unlike

Tesla, the European OEMs are remarkably transparent about what is required to operate EVs in a commercial landscape, besides the vehicles themselves.

You can read about the trials and datacrunching undertaken by DAF with Government support here in the UK, but other manufacturers are also running similar trials elsewhere on which rational commercial decisions can be based. This doesn’t necessarily mean taking the plunge into electric trucks and vans in 2023: and availability of suitable vehicles is likely to be an issue for at least 12 months, but it does mean starting to build up a picture of what will be required in the way of supporting infrastructure, and preparing to fund the probably considerable cost.

All of which is easier said than done, given that a Europe-wide energy crisis continues and the era of low interest rates and cheap money is definitely over.

Operators also need to consider transition technologies such as alternative fuels that can be used in new or existing ICE-powered vehicles. Gas and synthetic liquid fuels may not be 100 per cent carbon-free, but they do take us quite a long way down that path, and ‘perfection’ should not be allowed to become the enemy of ‘good’.

Hopefully, this issue of Destination Net Zero should provide plenty of ideas on the different ways forward.

Matthew Eisenegger, Publisher

issue 3 | destination net zero 3

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Contents INFORMATION

6 – 8, 10 & 12 NEWS Diesel free fridges Low-carbon fuel Ford’s Electric Avenue

EDITORIAL Publisher: Matthew Eisenegger Managing Editor: Richard Simpson Designer: Harold Francis Callahan Editorial Address: Commercial Vehicle Media & Publishing Ltd, 4th Floor 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521 Email: matthew@cvdriver.com

14 – 15 Thought Leadership Grahame Neagus’ thoughts on Zero emissions deadlines

ADVERTISING Advertising Sales: David Johns Telephone: 01388 517906 Mobile: 07590 547343 Email: sales@cvdriver.com

16 – 19 Scania Low entry BEV Back-street hauler

DESIGN Art Editor: Harold Francis Callahan Telephone: 01257 231521 Email: design@cvdriver.com CONTRIBUTORS Richard Simpson Steve Banner Grahame Neagus Jack Sunderland Dan Gilkes

20 –23 e-Cargo bikes Pedal past congestion

PUBLISHED BY Commercial Vehicle Media & Publishing Ltd, 4th Floor, 19 Capesthorne Drive, Eaves Green, Chorley, Lancashire. PR7 3QQ Telephone: 01257 231521

26 – 28 Vertellus Try before you buy

NOTE The publisher makes every effort to ensure the magazine’s contents are correct. All material published in Destination Net Zero magazine is copyright and unauthorised reproduction is forbidden. The Editors and Publisher of this magazine give no warranties, guarantees or assurances and make no representations regarding any goods or services advertised in this edition.

Destination Net Zero magazine is published under a licence from Commercial Vehicle Media & Publishing Ltd. All rights in the licensed material belong to Matthew Eisenegger or Commercial Vehicle Media and Publishing Ltd and may not be reproduced whether in whole or in part, without their prior written consent.

Destination Net Zero Magazine is a registered trademark.

30 – 33 IVECO eDaily All-new electric option

34 – 35 DAF - Your Space Managing the electrification of the fleet

36 – 37 HVO drops in Diesel done nicely

42 – 45 MAN eTruck Driving the future If you are not going to keep this magazine for future reference please pass it on or recycle it.

issue 3 | destination net zero 5

Latest news and updates Everything you need to know from the last two months

BROWER GOES LARGE WITH eCOOL Food industry logistics and supply-chain specialist Martin Brower has specified 24 Carrier Transicold Vector eCool units for a London fast-food supply operation. The eCool is claimed to be the world’s first fully autonomous, all-electric engineless refrigerated trailer systems. Martin Brower’s new 13.6-metre Gray & Adams trailers are on contract hire from Centurion Truck Rental and the Vector eCool units are paired with the engineless version of the Carrier Transicold Vector HE 19, a powerful combination that will help the business to unlock significant sustainability benefits, reduce fuel costs and begin the move towards a diesel-free future for its temperature-controlled trailer fleet.

6 destination net zero | issue 3

The Vector eCool unit combines Carrier Transicold’s E-Drive allelectric technology with a new cutting-edge energy recovery and storage system. This converts kinetic energy generated by the trailer axle and brakes into electric power, which is stored in a battery pack that powers the refrigeration unit – a loop that creates the industry’s first fully autonomous system, producing no direct carbon dioxide or particulate emissions. It is also PIEK-compliant, which combined with its emissions performance, means that the system offers the ultimate solution to tightening inner city and urban regulations, while creating a more harmonious working environment for drivers.

The trailers can also be plugged into the electrical grid when parked and fully charged in two hours using a standard five pin, three-phase standby plug.

PARTNERSHIP SUPPORTS ELECTRIFICATION Bridgestone Mobility Solutions, a business unit of Bridgestone EMIA, and Bia, a software company that has built a platform to forecast, monitor and optimize electric vehicle (EV) charging, have joined forces to enter a partnership to help power and optimize fleet electrification.

The collaboration will benefit fleets with electric vehicles, by providing innovative and fast-paced smart charging solutions, ranging from optimising charging processes to reducing costs, shaving peak loads, managing battery health, and delivering flexible charging that is cheaper and more sustainable.

Jan-Maarten de Vries, CEO Bridgestone Mobility Solutions, said: “We strongly believe in the electrification of fleets. Our Webfleet EV fleet management solution already helps businesses at every step of the electrification journey, from planning the switch and deploying EVs, to monitoring their usage, reducing running costs and everything else that is needed to get the full value from going electric.”

Lubing the eDaily Petronas Lubricants International has co-developed fluids with Iveco for the zero-emission eDaily to maximise performance and enhance sustainablity.

Iona Integra Plus has been developed for the eDaily’s e-transfer box, specifically designed to reduce churning losses whilst ensuring the durability of the system. This is comparable to higher viscosity standard fluids and ensures excellent oxidation properties, even at high temperatures.

The eDAILY will also be using the Petronas Tutela Axle 900 HD, a SAE 75W-85 axle oil that has been developed for the whole range of Iveco axles, including light and heavy-duty vehicles, to maximise efficiency and meet the latest regulations requirements.

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issue 3 | destination net zero 7

Latest news and updates Everything you need to know from the last two months

Shell Roll Out Low Carbon Initiative Shell has revealed details of a pilot fuel initiative it is undertaking in partnership with global specialist bulk logistics leader, HOYER, to help decarbonise its UK supply chain.

The initiative sees Shell switching part of its UK fuel delivery fleet, operated

by HOYER, to the new Gd45 powered by Shell GTL Fuel as an innovative drop-in alternative to diesel fuel.

The pilot programme began in May 2022 and will run for six months.

Through the initiative, HOYER will move part of its Shell-dedicated fleet over to using Gd45 powered by Shell GTL Fuel, marking the first application of the fuel in heavy-duty vehicles for Shell globally.

After analysing the outcomes, Shell aims to expand the initiative – working to deliver Gd45 powered by Shell GTL fuel at even greater scale across its UK supply operations and to its Commercial Road Transport customers.

The new fuel was co-developed by Shell and Green Biofuels, the UK’s leading provider of Hydro-treated Vegetable Oil (HVO) - made from 100% renewable raw materials like fat, waste vegetables and other oils.

Formulated using 45% HVO Gd+ and Shell GTL fuel, a diesel alternative derived from natural gas, offering a cleaner burn than crude oil-based diesel, Gd45 powered by Shell GTL fuel offers a partly renewable alternative to conventional diesel, allowing fleets to experience potential CO2 emission reductions of over a third (40%).

With the UK transport sector accounting for 32% of territorial CO2 emissions last year, and emission regulations becoming increasingly stringent, immediate solutions play a critical role in driving emissions reduction. Offering a straightforward drop-in alternative to diesel, Gd45 powered by Shell GTL Fuel can help achieve this reduction– without compromising vehicle performance - helping heavy-duty fleets to meet their business and sustainability targets.

“Balancing demand and the need for more sustainable operations is a key challenge for businesses across the industry. With this pilot programme, we hope to demonstrate that switching to lower-carbon fuel alternatives doesn’t need to be a complex process and drop-in solutions are an effective way for fleets to progress their environmental goals”, said Steve Brown, Distribution Operations Manager for UK at Shell.

“With Gd45 powered by Shell GTL Fuel, we see a future fuel that can drive down emissions across the sector. We are pleased to be working closely with our partner Hoyer in the UK to lead the way in commercial road transport decarbonisation by not only offering innovative solutions for our customers, but also by using them to decrease our own carbon footprint,” Steve Brown, continued.

Allan Davison of HOYER, said: “Our pilot with Shell is already yielding positive results and we are proud to be leading the way in this area.

The drop-in nature of Gd45 makes it an especially attractive option for emissions reduction, helping fleets to decarbonise without having to carry out an expensive conversion process. We look forward to expanding our efforts to improve our environmental impact through initiatives like this and establishing new routes forward for the UK Commercial Road Transport industry.”

8 destination net zero | issue 3

ELECTRIFICATION

AND RECESSION

SHOCK FLEETS

Electrification and the impact of the recession look set to be the key fleet issues of 2023, the Association of Fleet Professionals predicts.

Chair Paul Hollick said that that businesses would be looking to fleet managers to deliver more value than ever, especially when it came to cost control and carbon savings. “Next year is going to be a tough one, no question, and there will be considerable pressure on fleet managers to produce results that help their employers make progress on their EV agenda while also controlling costs.

“Fuel expenditure is going to help drive this line of strategy, alongside environmental concerns.

Petrol and diesel prices remain stubbornly high and the impending fuel duty increase will further concentrate minds. Even given that electricity prices could increase in the Spring when the government rethinks its price cap, electrification is going to look more attractive than ever in financial terms.”

No chargers for fleets One third of the companies either considering or already using electrified vehicles don’t have charging points available at their company premises, research from the latest Arval Mobility Observatory Barometer shows.

When the businesses were asked: “What are your current arrangements for company car and van charging points?”, the responses were that 33% had no charging points at their company premises, while 17% planned to install charging points at company premises in the next 12 months.

Shaun Sadlier, Head of Arval Mobility Observatory in the UK, said: “We’re at a stage in the adoption of electric vehicles (EVs) where companies are still in the process of aligning the cars and vans they operate with their charging needs, and the third who don’t yet provide charging at their premises may be experiencing some operational difficulties as a result.”

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Latest news and updates Everything you need to know from the last two months

Ford get down to Electric Avenue Ford is offering use of an E-Transit to traders in Electric Avenue, Brixton, London, the first market street in the country to be lit with electric streetlights. The market’s community will have the chance to experience the power and productivity of the E Transit, as Ford Pro is making a van available throughout 2023 that traders will be able to reserve for their commercial vehicle needs.

Supporting the initiative is Levi Roots, Brixton local and Electric Avenue regular of Reggae Reggae Sauce fame, who is embarking on his own journey to work more sustainably and decarbonise his business’ logistics. Also leading the way at Electric Avenue are Healthy Eaters and K & N Fresh Meat Ltd, who alongside Levi Roots will be encouraging the wider community to make the most of the E Transit and take part in test drives offered to the traders at the market.

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GreenNIKOLA roadELECTRIC markings TRUCK MAKES DEBUT AT IAA

Leading specialist road marking and highway safety organisation, WJ Group has been awarded an International Green Apple Award for its commitments to carbon reduction in highways projects.

From over 500 entrants in a competitive field, the Green Apple Environment Award was bestowed on WJ. The accolade was presented

by The Green Organisation – an international, independent, non-profit, non-political environment group founded in 1994 to recognise, reward and promote environmental best practice around the world. WJ’s winning entry, titled ‘Reducing Carbon through Life Cycle Assessment Models,’ explained the company’s Cradle to Gate Life Cycle Assessment Model. It was developed to understand the true carbon footprint of their road marking products as part of the company’s commitment to reducing embedded carbon and moving towards net zero highway maintenance projects.

Electric vehicles prices may rise by 10%

The price of many electric vehicles (EVs), which are sold or made in the UK and Europe, could increase by 10% or more from 2024 when tariff exemptions, agreed as part of the Brexit deal, end.

The UK-EU Trade and Cooperation Agreement (TCA) temporarily exempted EVs from rules that said products must be substantially made in Britain or the bloc to qualify for the EU’s zero tariff, zero quota regime, because EV batteries are predominantly imported from Asia.

Both the European Automobile Manufacturers’ Association (ACEA) and the Society of Motor Manufacturers (SMMT) are asking for the rules of origin exemption to be extended from the December 31, 2023, when it is now due to end, because they say that there are not enough batteries being made in Europe.

If the exemption cannot be extended, many EVs moving between the EU and UK would pay a 10% tariff, increasing prices for fleets.

Mike Hawes, chief executive at UK automotive trade body the SMMT, said: “Rules of origin agreed in the UK-EU TCA must work for all parties and the UK and EU face challenges in ensuring there is adequate domestic battery production to meet the terms agreed.

“Given the unprecedented turmoil since the TCA was signed, the EU and UK should look at battery manufacturing capabilities across Europe and assess the risk of crippling tariffs being applied, affecting both sides, in little over a year at just the time we need to increase take up of these zero emission models.”

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E

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FUEL CARD CLONING IS ON THE RISE What can you do to protect yourself?

Does your company use fuel cards? If so, then you may be at risk of being the victim of fuel card fraud and suffering the costs involved.

There has been a recent increase in fuel cards being cloned by fraudsters, resulting in operators becoming the victims of fraud and theft. Stolen data is used to create copied fuel cards, often designed to be used to fill up other vehicles with the charges going to the original card holder.

This fraudulent activity can cause significant costs which are difficult to recover.

What can you do?

Firstly, read the terms and conditions of your agreement with your fuel card provider. Particularly, read the wording of the liability clause. It is imperative that you understand who is liable for costs in instances of theft and third-party fraud.

Most of the terms and conditions that we review, exclude liability of the fuel card provider, and maintain that the card holder is liable for costs in the event of theft and third-party fraud.

The wording of the terms and conditions can be strict on the card holder, and the operator risks being faced with the cost of stolen fuel in which they obtained no benefit, and no way of recouping the money.

In any event, significant importance should be placed on ensuring that you have appropriate company-wide safety measures in place to limit your exposure to theft and fraudulent behaviour. Each fuel card company is different, therefore, to incorporate the most appropriate procedure, contact should be made to your specific fuel card provider to determine what best safeguards their fuel card from cloning and theft.

One essential consideration is ensuring that all drivers are aware that they need to protect their pin every time it is entered, even when no one is around. Fraudsters will use advanced technology to clone cards and will install small cameras to capture pin numbers.

Furthermore, you should make regular checks to your fuel card transactions.

Legal Updates Words: Backhouse Jones

Many fuel card companies provide an online account, on which you can keep track on real time data on every purchase made with each of your fuel cards. If you notice any suspicious or irregular transactions, you should flag this up to your fuel card provider immediately.

If you find yourself in a situation where your fuel card has been cloned and used to buy fuel for another vehicle and you are liable for the costs, you should check the wording of your insurance policy to see if you are covered in circumstances of theft or thirdparty fraud.

If you are unsure on your fraudulent exposure under the terms of your fuel card agreement or insurance policy, or you have been the victim of fuel card fraud and would like some assistance, then please contact a member of Backhouse Jones’s commercial litigation team on 01254 828300.

Please contact the regulatory team for any advice on 01254 828300.

E In the fast-moving world

of environmental change, the brand new publication Destination Net Zero captures the latest news, views and intelligence. in this vitally important transport and logistics sector. Core content covers all emerging fuel technologies, as well as fuel enhancement products and services, including all infrastructure considerations. Destination Net Zero will also call on a pool of industry experts offering sound advice, thought leadership and honest opinion.

Click me to read the latest issue

This multi-media publication will be distributed via a specialist database and also subscription and strategic distribution partners in both hard copy print and digital media format. It will target the key people within the transport and logistics sector who have environmental change front and centre in their procurement process for both hardware and its supporting infrastructure.

When viewed via smartphone, Destination Net Zero also utilises the latest AR (Augmented Reality) software, allowing the use of supporting video media to further enhance the magazine experience. Destination Net Zero is also fully supported by all main social media network channels as well as the very latest online page turning software

E

“The journey towards a cleaner transport world has started. Join us for Destination Net Zero.”

Visit the DNZ website: www.destinationnetzeromagazine.com 12 destination net zero | issue 3

23/12/2022 14:

He was our big mouth - he’d always have an answer for everything, except for why he should still be here.

Our industry can be physically and mentally tough.

Together with our partners and supporters, the Lighthouse Construction Industry Charity are working night and day to ensure that no construction worker or their family feels alone in a crisis. So if you or a workmate need support, we are always here to help.

28 CVDriver June 2022

Registered Charity No. UK 1149488 | Registered Charity No. ROI 20200334.Company No. 08244118 | Copyright Lighthouse Construction Industry Charity 2021.

Just 84 months ….and counting

Grahame Neagus, Head of LCV, Renault Trucks UK & Ireland

In 2030, all LCVs available for sale in the UK must be zero emission. With just 84 months, or one vehicle replacement cycle, to go, Grahame Neagus, head of LCV at Renault Trucks UK & Ireland, takes a look at what can be done today to prepare for tomorrow.

As the clock ticks towards 2030, we are starting to see a swing towards electric mobility take shape and not just in LCVs but across the HGV sector too. Indeed by Q4 2023, OEMs like Renault Trucks will have a complete range from 2.7 to 44 tonnes available as fully electric zero emission vehicles. But this is just half the story.

While momentum is gathering for EVs across a range of vehicle sizes and applications, if we are to meet our climate commitment, and a recent UN report stated that global emissions need to fall by 45% by 2030 in order to keep the key maximum 1.5C increase in global temperatures, then all our efforts will have to accelerate, not tomorrow but starting today.

Currently a host of barriers, from infrastructure to useable all year-round range, payloads and the whole TCO piece are in the way of a mass market shift within the commercial sector. The one piece of this complex jigsaw that is not lacking today is the availability of product. OEMs, like Renault Trucks have invested and continue to do so, significantly in the latest technologies over the last decade in working with operators to prove the operational capability and commercial viability of fully electric vehicle technologies for all typical applications.

As battery technology, packaging and the associated motors improves, vehicle

capability across many sectors continues to be less of an issue and within 12 months, there will be very few applications that are still outside of being able to convert to a zero emission alternative. Indeed, at a council in the East Midlands, policies are already in place where the default choice of a vehicle, regardless of size is electric, and only if no such option exists will they consider a Euro 6 diesel. And they are not the only ones adopting such a stance.

TCO is one area that has a degree of flex today due to the volatility of energy prices, however those who are set up at their base depots for charging their vehicles and who are not reliant on highway charging, will see a noticeable and positive difference in ‘refuelling costs’.

Across the globe, Governments are bringing in new legislation to accelerate the transition. In the USA for example, the recently passed Bipartisan Infrastructure Law will invest $7.5 billion to build a national network of EV chargers and will provide funding for deployment of EV chargers along highway corridors. The goal of building a nationwide network of 500,000 EV chargers to accelerate the adoption of EVs is one part of this Bill.

And although here in the UK we have seen growth of our infrastructure over the couple of years, it is still very much a pain point for many operators converting to full electric.

However, we are seeing some innovative temporary solutions from businesses like Zenobe which are recycling older batteries into new power packs that can assist in rapid uptake of electric vehicles in sites which lack the immediacy of the correct power

14 destination net zero | issue 3

“Bipartisan Infrastructure Law will invest $7.5 billion to build a national network of EV chargers” • Grahame Neagus

requirements. Out of the box thinking is what is required in the short term whether that be equipping warehouse roof tops with solar panels or other alternatives. In reality, it may not be until after 2025 that we will see a real surge in the uptake, but this is less than 24 months away and during this time there are plenty of options open to operators to consider.

Of course, electric is not the only option when it comes to reducing emissions and improving your carbon footprint. Many clients are now looking at interim solutions such as HVO, a synthetic diesel produced by hydrogenation and hydrocracking of waste cooking oils, vegetable oils or animal fats. Thanks to its diesel-like qualities, HVO

is a drop-in alternative to conventional diesel and can offer up to 90% reduction in greenhouse gas emissions. ASCO in Scotland has converted 98% of its 100-strong fleet to HVO, and whilst it is a more expensive fuel, it has delivered immediate sustainability savings with no operational disadvantage for the business.

Such use of HVO is a stepping-stone to zero emissions between now and 2030 whilst being able to slowly introduce new electric vehicles into the fleet and gaining understanding and familiarity of this technology.

Nobody knows quite what the future will bring, although electric motive power is definitely here to stay especially in the

Urban and Regional operation: perhaps a new synthetic diesel will be developed to maintain the longevity of the current combustion engine with Euro 7 engines required from 2027. Hydrogen has the potential for becoming viable post-2025 too, but that depends a lot on its own infrastructure and cost. But whatever happens, from an LCV perspective new vehicles purchased from January 2030 will need to emit zero emissions.

The future of road transport will be a blended solution of alternative fuels that will drive the world to a cleaner and quieter future. With 2030 just 84 months away, the clock is ticking fast, so the time to start planning, if you have not already, is now.

issue 3 | destination net zero 15

Scania BEV Urban

Urban transport is undergoing the biggest revolution it has experienced since the days of the horse and cart and the steam wagon. Transport companies are having to completely rethink their approach to distributing goods as a consequence. Words: Steve Banner

Cities are

not just implementing Low Emission and Ultra Low Emission Zones.

Oxford has recently introduced a Zero Emission Zone (ZEZ), which covers a number of streets at the heart of the city of dreaming spires.

The ZEZ is certain to expand, and will undoubtedly be emulated by other local authorities countrywide.

The introduction of these zones is being accompanied by a growing determination to protect vulnerable road users such as cyclists and pedestrians from being struck and seriously injured or even killed by heavy commercial vehicles. London’s Direct Vision Standard is designed to make it easier for the drivers of such vehicles to see or be made aware of the presence of those who are vulnerable; and take appropriate action.

Scania is of course conscious of these far-reaching developments, and has designed a truck that is completely in tune with these fast-changing times. At the heart of a steady swing towards the use of electric transport, the BEV (Battery Electric Vehicle) Urban is one of the cleanest and safest

16 destination net zero | issue 3

rigid trucks you will ever encounter in your busy local high street.

Produced as a 4x2, a 6x2 and a 6x4, and with a wide choice of wheelbases, BEV Urban is ideal for applications such as multi-drop distribution, and refuse collection.

Power comes courtesy of a P160 permanent magnet synchronous electric motor married to a two-speed gearbox. The package can deliver a continuous 230kW (308hp) peaking at a highly-creditable 290kW (388hp), along with 2,200Nm of torque.

The electric power take-off (ePTO) is good for a useful 60kW (80hp).

The truck’s range depends on the number of batteries that are specified.

Opt for five at a total of 165kWh and you should be able to drive 100km before they need recharging. That should be more than sufficient if a vehicle spends its working day constantly stopping and starting in city centre traffic jams as it goes from one delivery point to the next.

If you sometimes need to send loads a little further then it is worth noting that the batteries can be recharged from 0% to 100% in only 55 minutes.

Choose nine batteries instead at a total 297kWh and your range will leap ahead, to 250km. Charging time from 0% to 100% is a still-liveable-with 100 minutes. cont.

“the BEV (Battery Electric Vehicle) Urban is one of the cleanest and safest rigid trucks you will ever encounter in your busy local high street.” issue 3 | destination net zero 17

Maximum charging power is 130kW (200A) no matter which multiple of batteries you select, and BEV Urban solely uses DC charging. High-powered DC charging employs the two large bottom pins of a CCS2 connector, so a Type 2 AC connector cannot be used to charge the vehicle.

Bear in mind that electric trucks are far quieter than their diesel rivals. As a consequence they can be deployed late at night and early in the morning without any need to worry that the slumbers of householders will be disturbed; or that a tidal wave of complaints will follow as a consequence.

Two cabs are on offer.

Built with a low, a standard or a high roof, the L-Series L20 cab is a city truck driver’s dream. One of its big advantages is the ability of the driver to move across the cab without encountering any obstacles along the way, and step safety onto the pavement on the passenger side.

The cab is easy to enter and exit. Because it is low-slung, wayward bike riders, and pedestrians stepping off the pavement glued to their smartphones and not looking where they are going, are easy to spot; and to save from themselves.

Sit behind the wheel in an L-Series cab, and you are on the same level as other vehicles travelling along traffic-clogged city streets.

You enjoy an optimal view forwards and to the sides thanks to the low dashboard and low window sills. The compact mirror housings and the wide gap between the A-pillars and the exterior mirrors maximise the field of vision.

18 destination net zero | issue 3

An optional city safe window low down on the passenger door improves the chances of spotting people - children and wheelchair users, for example - who may be at risk.

That is certainly not to imply that vision from the driver’s seat of the more-conventional and familiar P-Series cab is poor; far from it. It is listed in P14, P17 and P20 guises, with low, standard and highroof options all present and correct.

Scania is well-known for using the same parts on different vehicles in order to contain costs, but without compromising the styling or the capabilities of the trucks concerned.

The Urban BEV is built on the same frame as the manufacturer’s internal combustion vehicles, with 9.5mm members. The frame has more than sufficient strength for the tasks the truck will be asked to undertake.

There is no denying that the un-laden weight of an electric truck is likely to be higher than that of its equivalent conventionally-powered stable-mates thanks to the burden imposed by its batteries.

A five-battery Urban BEV is 660kg heavier than a Scania powered by a 9.0-litre diesel with a 150-litre fuel tank and a 47-litre AdBlue reservoir. Opt for nine batteries and the extra weight rises to a hefty 1,600kg.

Much of this burden is offset however by the government’s decision to grant an additional 1,000kg gross weight allowance to zero-emission vehicles.

This means that what would under normal circumstances be an 18-tonner can run at 19 tonnes if it happens to be electric. An electric 26-tonner can operate at 27 tonnes.

That said, axle loading requirements still have to be adhered to. So think carefully about the body that will be fitted and the cargo it will carry before you make your acquisition decision.

Conclusion?

The electric Urban BEV is a truck at one with the times we live in. Few if any models are better-suited for zero-emission city-centre distribution work; and the protection the L-Series cab in particular offers to vulnerable highway users can only be applauded. end

• An optional city safe window low down on the passenger door improves the chances of spotting people

issue 3 | destination net zero 19

Pedals to the metal

Electrically-assisted cargo bikes have an increasing role to play in urban final-mile deliveries, says Steve Banner.

Words: Steve Banner

Zero-emission

two-, three, and fourwheel electrically-assisted cargo bikes are becoming increasingly popular for last-mile delivery work in congested urban areas.

Among businesses leading the charge are parcels giant UPS, which already employs them in a number of cities worldwide.

Some months ago it announced that it was trialling around 100 four-wheel eQuad e-cargo bikes designed and built by UK firm Fernhay in seven European markets, including Britain.

With a battery-aided top speed of around 15.5mph, 3m long, and just 84cm wide, eQuad can haul up to 210kg of packages in a lockable container.

Its battery lasts for almost 40 miles before it needs recharging.

“Opportunities for zero-emission solutions like this are growing,” said UPS vice-president of fleet maintenance and engineering, Luke Wake, while demonstrating an eQuad in London.

Amazon too is embracing e-cargo delivery bikes, and has been working with the London Borough of Hackney in the creation of what it describes as a micromobility hub from which they can operate.

The e-commerce behemoth is rolling out similar hubs elsewhere in the capital, in Wembley and Southwark, and in Manchester too.

Cheaper to run than an electric van, and with a smaller footprint, e-cargo bikes are helping to cut traffic congestion and can get to locations that would be inaccessible to a conventional commercial vehicle. They are allowed to use cycle and bus lanes and shareduser paths.

20 destination net zero | issue 3

“They can help our operations become more efficient,” said Wake.

The Energy Saving Trust suggests that e-cargo bikes and conventional pedal cycles could handle up to 33% of all urban deliveries, and local authorities countrywide are encouraging their adoption.

Last spring saw Bath and North East Somerset Council offer retailers, other businesses, and voluntary organisations in Bath a free two-week trial of e-cargo bikes in conjunction with e-cargo bike operators Three Bags Full and WEGO Couriers. The authority secured £500,000 of government funding to launch the scheme.

Among those who sampled it was Ali Hashemian, owner of Pulteney and Bathampton Pharmacy.

He said: “The e-cargo deliveries have really impressed us and our customers. We’re now eager to find a way to make them a sustainable part of our business.

“Reducing air pollution is important to us,” he continued. “Poor air quality is a big factor in everyone’s health, contributing to chronic heart and lung conditions.

“Using e-bike couriers improves the health and lives of our patients, employees and Bath residents.”

The London Borough of Wandsworth has rolled out a scheme which enables residents and businesses to hire e-cargo bikes for up to two hours a day free-of-charge. Longer journeys are charged at a modest £3.00 an hour.

The scheme is operated in conjunction with a couple of local firms and bike operator Peddle My Wheels. cont.

“Reducing air pollution is important to us”

issue 3 | destination net zero 21

An e-cargo trailer is likely to cost you from £2,000 to £5,000 upwards.

E-cargo bikes are now being used in a remarkably-wide variety of applications.

Founded in Oxford, but now active in Cambridge and London too, Oxwash employs them to collect and deliver laundry at the behest of householders and businesses.. The transport it uses offers from 400 litres to 1,500 litres of space for shirts, underwear and so on, and batteries are recharged using solar panels.

There is nothing to stop e-cargo bikes being deployed in conjunction with electric vans and drones says Renault Trucks.

Working in conjunction with Bournemouth-based body builder Horton Commercials, it has developed a somewhat unusual vehicle constructed on an electric Renault Master platform cab.

The E-Tech Master OptiModale’s 4.1m low-loader Luton body carries an eBullitt e-cargo bike. It is stowed in a nearside compartment from which it can be lowered using a small built-in crane.

E-cargo bikes must comply with the Electrically Assisted Pedal Cycle regulations says the Energy Saving Trust. To do so the electric motor fitted must have an output of no more than 250W and cease providing assistance at 15.5mph, although the rider can keep pedalling beyond this speed.

Able to carry up to 100kg, the bike can be used to deliver parcels if OptiModale is stuck in traffic chaos assuming the vehicle is crewed by two people. One of them can remain with the van while the other jumps onto the eBullitt and begins weaving through the congestion.

Batteries can be removed for recharging using a domestic three-pin plug socket. They can be replenished in from three-and-a-half to five hours and offer a range of up to 50 miles.

The rider does not have to possess a driving licence or wear safety equipment. However a helmet, appropriate clothing, and training are all highly-recommended.

Payloads can range from 100kg to 250kg and the bikes are able to tow electrically-assisted trailers which can take a load of up to 300kg.

An e-cargo bike will set you back from £3,000 to £12,000 or more depending on how much load space and payload capacity you need. A government grant scheme aimed at offsetting some of the cost had alas closed at the time of writing.

• Renault Trucks E-Tech Master Optimodale comprising an electric cargo Luton Box body housing an e-cargo bike and a fully autonomous e-cargo drone

22 destination net zero | issue 3

The eBullitt provides whoever is riding it with over 30 miles’ worth of power-assistance which means it could potentially make several return trips to OptiModale to collect more consignments. Once it is put back in its compartment its battery can be removed and recharged to 50% of its capacity in an hour, to 80% in two hours and to 100% in four hours.

OptiModale also carries a UAVTEK drone mounted in its roof on a retractable heli-drone pad. It can only lift 2kg but could be used to, for example, dispatch urgently-need medical supplies to difficult-to-access locations.

A postal authority has already expressed interest in the vehicle as has one of the emergency services.

Not to be outdone, truck industry newbie Volta is taking a slightly different approach. It plans to trial the use of lightweight electric motorcycles in conjunction with its electric Zero 16-tonner in France in the coming months.

Working on behalf of fashion retailer H&M Group, the truck will function as a mobile micro distribution hub. The motorcycles will be loaded onboard at the start of the working day and used for last-mile deliveries of goods across Paris. end

“400 litres to 1,500 litres of space for shirts, underwear and so on” issue 3 | destination net zero 23

The power of partnerships to unlock the true potential of sustainable mobility T

he world of commercial mobility is evolving at a pace never seen before.

From the type of vehicles used by businesses and the fuel needed to keep them going to the regulations in the cities where they operate – change is everywhere. This disruption brings with it new challenges and opportunities, with increasing demand for mobility solutions that help the world of transport chart a course to net zero.

Webfleet, Bridgestone’s globally trusted fleet management solution, is forging innovative partnerships with service providers to answer that demand. By integrating meaningful vehicle data into partners’ solutions, next level services and new business models are being developed, helping unleash their true potential.

Why partnerships are essential For a fleet service provider that wants their current proposition to reach its full potential, data is a crucial component. And telematics is the key that unlocks the data flow. Reliable data creates a complete view of the value chain, helping providers pinpoint where and how they can create extra value for their users.

A spotlight on Webfleet partnerships Webfleet is always looking for new opportunities to help companies build bigger, better sustainable mobility solutions and during the last two years some powerful partnerships have been launched.

Scoobic Urban Mobility, for example, a company that designs and manufactures electric vehicles for last mile and urban delivery, partnered with Webfleet in January 2022. Through this collaboration Webfleet provides real-time vehicle data to Scoobic users, allowing them to optimise their routes based on remaining battery driving range, schedule maintenance and update customers on delivery times. With this, they can improve workforce efficiency by up to 30 per cent.

In June 2022, Webfleet teamed up with Muses, an eOEM based near Paris. Muses will install Webfleet to all its Muses eLCVs – a new range of vehicles designed to transport goods in and around cities. The full suite of Webfleet services for electric vehicles will be available to end customers upon request, which will allow real-time monitoring of battery level, consumption, recovered energy, remaining drive range and charging time.

Chargylize is another innovative solution provider working in the e-mobility space.

Webfleet has joined forces with Chargylize to deliver a solution that allows fleet managers to plan their electrification journey step-by-step with accurate telematics data lighting the way.

How partnerships help customers Customers are at the heart of everything Webfleet does. Every partnership launched is driven by that same purpose – enabling businesses with fleets to reach their goals, whether that means reducing fuel consumption, upgrading safety, boosting productivity or whatever else they need to get done.

Taco van der Leij, Vice President of Webfleet Europe, said: “These collaborations reinforce our market leadership in the telematics space and offer our customers additional value. Thanks to partnerships with providers such as Scoobic, Chargylize and Muses, customers are accessing state-of-the-art technology in a way that would otherwise not be possible.

“Our partners also share our commitment to giving customers a simple setup, easy on-boarding and the highest level of data security. With that in mind, data sharing between our partners’ platforms is limited to only what is necessary to provide an optimal service.”

The route to survive and thrive Such collaborations open up new possibilities for what solution providers can bring to the market. They are the key to unlocking the full potential of mobility solutions, allowing Webfleet and its partners to create better solutions, reduce their carbon footprint and expand their market reach. Most importantly, these partnerships give today’s fleets the service they need to survive and thrive in this rapidly changing mobility landscape.

24 destination net zero | issue 3

Are you ready to lower emissions and succeed with a transformative EV fleet strategy?

Your ideal partner in decarbonising your business fleet Webfleet is at the forefront of EV adoption, giving you the right tools to get the full value from your electric vehicles.

Our comprehensive platform is continuously evolving to help you effectively oversee your EV fleet operation for the long term.

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VERTELLUS

Renault Trucks and its UK dealers have set up a new contract hire company called Vertellus which aims to help transport fleets make the transition to zero-emission vehicles as painless as possible. Words: Steve Banner

The name

neatly describes the project’s laudable ambitions. ‘Vert’ means ‘green’ in French, while ‘tellus’ means ‘Earth’ in Latin.

Sixty per cent owned by Renault dealers, with Renault Trucks owning the remaining 40%, Vertellus has an initial 30 electric Renault 16and 18 tonners on its books with curtainsider, box, or fridge bodies. It is collaborating with charging specialist Zenobe Energy to provide customers with battery charging facilities as well as the vehicles they need.

Appreciating that businesses will want to evaluate electric trucks over several weeks to see if they match their duty cycles before committing to them, Vertellus has developed EV Discovery. It is a three-month trial based around usage.

Customers agree to use a minimum of 3,000kWh of power per vehicle per month at a rate of £1.50/kWh for one of the boxes or curtainsiders

referred to above, or £1.90/kWh for a fridge. In return they receive the truck and a temporary DC 60kW charger along with all the necessary support services For an extra payment the charger can be upgraded to a DC 120kW fast-charger, which includes a 160kWh storage battery. Choosing this option will increase the per-kWh rate to £2.00 if you have chosen, say, an 18-tonne box van, or £2.40 if you have selected an 18-tonne fridge, for example.

Use your Renault more intensively than the minimum kilowatt-hours quoted and you will face an additional per-kWh levy.

Despite the way in which usage is measured, the per-kWh figures do not include the cost of the

26 destination net zero | issue 3

Zenobe With operations in the UK, Australasia and Europe, Zenobe Energy is involved in some 50 fleet electrification project and supports around 25% of Britain’s electric bus operations. Key customers include National Express.

electricity the truck will actually consume.

That will be subject to negotiations between the transport company and its energy provider.

Fitted with four 66kWh batteries, the box and curtainsider models should be able to cover 125 miles before they need recharging.

Despite the power drain potentially imposed by their fridge units, refrigerated models are said to deliver slightly more mileage because they come with four 94kWh batteries.

At a minimum £4,500 a month, EV Discovery does not come cheap. The rate quoted is not excessive when compared with what is being quoted by other providers however, and the data the three-month exercise will generate for the operator could prove invaluable.

The electricity a truck operated under the programme will consume will still be cheaper per mile than the fuel used by its diesel stable-mates, despite price rises. Deploying quiet electric trucks is likely to make out-ofhours deliveries more acceptable, and it is becoming increasingly clear that some local authorities want to exclude all diesels from their catchment areas if they possibly can.

In Oxford only vehicles that are zero-emission enjoy unrestricted access to certain streets in the city centre. The number of streets affected is sure to widen.

Zenobe’s ETaaS (Electric Transport-asa-Service) package provides clients with a charging infrastructure, the necessary software, and replacement batteries. It plays a leading role in repurposing electric vehicle batteries after their first life, giving businesses the ability to store power that they can call on as and when required.

Says Zenobe founder director, Nicholas Beatty: “We’re delighted to have been chosen to embark on this journey of decarbonisation alongside Vertellus.”

Bath and North East Somerset council is consulting stakeholders about its plan to charge operators who want to send Euro VI trucks grossing at above 12 tonnes into the city’s Clean Air Zone £50 per truck per day. Firms with pre-EuroVI trucks have faced a £100 daily levy since the CAZ was launched in 2021.

Electric trucks are exempt from such charges.

If work has to be tendered for, then operators are increasingly discovering that tender documents include questions about how they are cutting their carbon footprints.

The response that they are trialling an electric truck may go some way towards answering these enquiries.

Electric trucks boast lower maintenance costs than diesels, and their batteries are lasting for longer than some experts expected. Renault guarantees that the batteries it fits will operate for up to ten years

“We’re taking away the risk.”

cont.

issue 3 | destination net zero 27

or deliver 300 megawatts of energy during the vehicle’s lifetime.

No matter whether they have signed up to the Discovery programme or not, if transport fleets are considering going electric then Vertellus can review their activities to determine whether the technology can meet their needs.

If it can, then the company can provide a suite of services which includes maintenance as well as the trucks themselves and the charging infrastructure. Optional extras include replacement vehicles, tyre management, driver training, dealing with penalty charge notices, telematics, and fleet monitoring with an online portal.

Vertellus can arrange 24/7 breakdown cover and supply a truck to stand in for one that is going for its MoT test. Customers are supported by Renault Trucks dealers plus a number of approved partners around the UK adding up to over 60 locations.

The manufacturer’s electric line-up is steadily expanding, with production

• (L to R) Carlos Rodrigues Managing Director, Renault Trucks Nigel Baxter Managing Director, Vertellus Nicholas Beatty Founder Director, Zenobe

of E-Tech T and C tractor units and rigids grossing at up to 44 tonnes scheduled to begin towards the end of 2023.

Vertellus managing director, Nigel Baxter, is also managing director of Nottingham-based Renault Trucks dealership R H Commercial Vehicles. He says: “We understand that when it comes to switching to an electric contract hire fleet there is so much more for a business to think about than if it is simply acquiring diesels. That is why we have designed the Discovery programme to remove the complexity and hassle from the transition so operators can accelerate the process of reducing the carbon footprints of their fleets.

“Introducing electric models across an entire fleet is likely to happen in stages. That is why the programme identifies operations and sectors where this technology can work for companies, and provides them with an opportunity to hire battery vehicles and test them in their own day-to-day working environments.

“We’re taking away the risk.” end

28 destination net zero | issue 3

Contract hire with a difference

Powering your energy transition The Vertellus EV Discovery Programme Helping operators make the first-steps towards new technology and a sustainable, greener fleet.

3-month subscription* includes: • 18T Electric vehicle – with box, curtainsider or refrigerated body • DC60 fast-charger • Vehicle and infrastructure data • Vehicle maintenance • Expert handover and ongoing account support

Find out more

Delivered in proud partnership with

*Base contract is a minimum usage of 3000 kWh per month at £1.50 p/kWh per month over a 3-month period for box and curtainsiders and £1.90 p/kWh per month over a 3-month period for fridges. Any extra energy drawn from the battery is charged at £0.50 p/kWh. DC60 charger is provided as standard. If double shifts are required, a DC120 charger with battery storage can be provided for an additional £0.50/kWh per month for your 3-month contract.

vertellus.co.uk

On a recharge

Iveco has become known for its successful CNG and LNG trucks, but electric versions of the Daily van have struggled to gain acceptance. With a zero-emissions revolution underway in light commercial vehicles, is the moment is right for a brand new eDaily?

In terms

of appearance little has changed from the diesel van, the exception being that the location of the charging points in the front grille, but there is a new redesigned Iveco badge for the eDaily with an E that mimics the appearance of an electric plug.

The real changes are in the chemistry of the lithium-ion phosphate batteries that are also bigger than previous eDaily’s and matched to a much more powerful motor. There are also driving modes, and a power boost function. It’s a significant step forward and the range covers a large variety of gross vehicle weights and vehicle types.

Panel vans have a load volume of up to 20m3 and there are additionally crew-cab, chassis-cab, and minibus body variants as well as single-wheel and twinwheel versions. In what Iveco promises is the most complete range of any large electric van currently on the market, the Iveco eDaily gets a full range of height and wheelbase options. Payloads are up to 4.6-tonnes, and it gets a 3.5-tonne

“Fast charging of up to 80kW is possible which is enough to add up to 62 miles (100km) of range in 30 minutes.”

30 destination net zero | issue 3

towing capability. On top of that, there are also alternative rear axle ratios on the 50C and 72C versions – something no other manufacturer is offering – and the Air-Pro pneumatic suspension that was introduced this year on diesel variants is also an option.

A 140kW motor producing 400Nm of peak torque standard. There are, however, three battery options which are supplied in 37kWh modules: but if you specify just one battery, peak motor output is reduced to 100kW and 300Nm. Regular 3.5-tonne vans get the option of one or two batteries with either 37kWh or 74kWh batteries. The heavier 4.25-tonne GVW vans have the option of a third battery pack and therefore have 37kWh, 74kWh or 111kWh capacity. The very biggest 5.2-tonne and 7.2-tonne variants only get the two or three battery module options.

Each time you add a battery you’re adding more weight to the eDaily so there’s no hard and fast rule about how far each 37kWh battery module will take you. The 3.5-tonne Iveco eDaily with a single battery has a claimed range of 120km (75 miles) while adding a second doesn’t quite double the range to 235km (146 miles).

At the other end of the scale, the 7.2-tonne van has a range of 120km (75 miles) for the two-battery option and 180km (112 miles) for the three-battery van.

Fast charging of up to 80kW is possible which is enough to add up to 62 miles (100km) of range in 30 minutes. Iveco has also introduced a connected system allowing the remote control of charging operations and pre-conditioning of the vehicle temperature when connected to the charging socket. There’s a range of ePTOs of up to 15kW - enough to power fridge units, cranes or other items.

The eDaily gets three different driving modes and three levels of regenerative braking. To change driving modes you use a rocker switch to the side of the gear lever to choose between Eco, Natural and Power settings. Eco prioritises range saving by giving you 80% of the continuous power available and prevents you entering the Hi-Power mode. Natural gives you the normal amount of power, all 90kW of the motor’s continuous power, but limits how keenly it wants to engage the Hi-Power function. It pauses at full power before boosting into the extra capacity to give you 140kW. The Power setting allows the motor to seamlessly accelerate, calling upon all cont.

issue 3 | destination net zero 31

140kW and 400Nm of torque for up to the two minutes of maximum peak power. It’s a good system that works well at maintaining range and providing the right amount of power.

Regenerative braking is controlled using the gear shift selector and simply requires you to push the lever to the side where there are three modes - Sailing, Standard Regenerative and One-Pedal Drive. Sailing is like any standard coasting mode in an electric vehicle and nearly stops regenerative braking completely. Standard mode is designed to mimic the engine braking of a diesel engine, so there’s a good deal of braking and energy recovery. One Pedal Drive mode is where regenerative braking is increased to the maximum. With a bit of forward planning, you can simply take your foot off the accelerator and have the electric van slow without the need to touch the brake pedal.

It’s an effective system and combined with the three driving modes gives you a good amount of flexibility and personalisation to suit your driving style.

On the inside, the eDaily is much like the standard diesel van but there are a few differences. The information cluster has changed to give you much more data about the electric driveline including range and the various modes of the electric van. It’s quite a lot to take in, and the console is a bit too cluttered for the uninitiated, but once

32 destination net zero | issue 3

accustomed to it you can clearly see which mode you are in for the regenerative braking and there’s simple PWR or ECO lettering for when you change the driving mode.

Like the diesel van, the eDaily gets the Iveco Driver Pal – Iveco’s version of an Amazon Alexa – that is mounted below the rear-view mirror. There’s a touchscreen capable of smartphone mirroring with Apple CarPlay and Android Auto which also gives you uptime management features and energy consumption data as well as navigation and range forecasting.

The cabin itself is large and spacious with excellent visibility all around. The seats are comfortable and because of Iveco’s heavy truck background there’s always the option of an air-suspended driver’s seat which improves the already decent ride comfort.

It finally seems like Iveco has the right product on the market at the right time, with the eDaily a genuine rival to the Ford E-Transit but with the added benefit of higher GVW variants. Charging capabilities could do with being faster as even 80kW will still mean a considerable wait for the largest battery size, but the eDaily could be a dark horse for van operators wanting to go electric. end.

• Large and spacious cab with excellent visibility all around issue 3 | destination net zero 33

Your Space

Heavy trucks are at the very early stages of transition towards Net Zero through decarbonisation Words: Jack Sunderland

All the European

OEM’s are in transition and face exactly the same issues as each other in introducing new technologies. But the battle for the electric truck market will be fought and won by manufacturers providing operators with hard data on how these vehicles can be introduced while minimising disruption to established business operations. In this issue, we open the floor to truck market leader DAF Trucks to hear how it has established an electric truck information source based on real-life UK operations, and how it intends to tackle issues such as the establishment of a competent service network and adequate charging infrastructure.

A new team assembles The transition to low and zero emission vehicles is likely to be the most significant strategic challenge for DAF Trucks, and the wider commercial vehicle industry, during the next decade. In order to best manage both the engineering and sales processes it’s essential to get the right people in place. To meet this challenge, Adam Bennett has been appointed to head a new, dedicated EV sales and support function based at DAF Trucks’ UK headquarters in Haddenham. His newly-created position of EV & Sustainability Manager follows his work supporting the introduction of DAF Trucks’ zeroemissions trucks to the UK market; namely the DAF LF Electric and CF Electric products.

Adam has been instrumental in supporting DAF Trucks in the Battery-Electric Truck Trial rolled-out by the UK Government. He is also the EV Charger ‘SPOC” (Single Point of Contact) for DAF in the UK working closely with the team at DAF Trucks in Eindhoven. Adam joined DAF Trucks in 2019 as Parts Regional Sales Manager and he reports to Gareth Halliwell in his new role.

34 destination net zero | issue 3

Supporting Adam is newly-appointed Amy Carter, EV Operations Manager, who has been a Technical Trainer for DAF Trucks since 2018, recently specialising in EVs. Amy possesses a wealth of product knowledge and has worked in many roles in the automotive industry; she also boasts Six Sigma certification.

The Challenges Amy and Adam agree that small to medium operators face a tough challenge if they need to increase the power of their electricity supply to their depot site to support high-speed batterychargers. On the positive side, Amy points out that when the first motor vehicles went on the roads at the turn of the last century there was no dedicated network to sell petrol, but the oil companies evolved a retail offering very quickly, and the same opportunities will be there for our modern-day energy providers.

The Difference DAF Trucks holds a number of trump cards, in particular its participation in the Battery Electric Truck Trial, (BETT). In June 2021, DAF were awarded funding under the SBRI ZE Road Freight Competition to deploy and research the performance of 20 DAF LF battery electric trucks.

The LF Electric was the vehicle of choice with a GVW of 19,000kgs powered by 250kW motor and with a battery capacity of 282kWh. The vehicles in the trial include dry freight box bodied examples complete with tail-lift and others with refrigerated bodies working as part of NHS Supply Chain. All the vehicles can either be rapid charged at 150kW DC or by slower 22kW AC. The 20 vehicles were deployed into nine different public entities, NHS and local authorities and report their current status in real time via the CENEX telematics platform.

All the real-time data has been logged and is in the public domain giving a true overview, including operational savings, driver behaviour, maintenance as well as a whole raft of high level reports, all available for free (www.BETT.CENEX.CO.UK).

The prospective EV operator can start forming opinion and analyse costs before making the next move towards electrification.

CENEX, the non-profit research and consultancy organisation focused on low emission transport and associated energy infrastructure, partnered with DAF Trucks to lead analysis of the research.

A key focus of this research and study is to develop a website and tools to promote electric trucks and educate fleet owners on their adoption. This website is designed to highlight learnings from the trial to help remove barriers to introduction of electric trucks.

From DAF Trucks perspective, involvement in such a high-level vehicle trial, and the production of information which will be used to shape industry opinion and vehicle adoption is of vital importance.

Technology DAF has always been prudent in its approach to technology to avoid exposing their customers to unnecessary risk.

Amy explains: “DAF is risk-averse in relation to protecting the customer. Take, for example, our central e-drive system: we prefer this route for now as it allow us to fully utilise the component technology such as the rear and suspension already utilised in our current vehicle range. The choice of axle ratios we have available means we can easily optimise the driveline to suit, for instance, different tyre sizes. The electric motors essentially occupy the same position in the drivetrain as a diesel engine would. At the moment, it’s the most sensible approach.”

New Generation XD Electric trucks will begin production in very early 2023 with full production commencing in week 21.

A broader range of configurations including the XF Electric will be available later in 2023. They benefit from the e-Drive system that utilises two motors, and a gearbox with full regenerative braking capability.

Support The dealer network is key in providing customer confidence in the electric product before any operator takes the plunge, Adam reiterates the point that: “DAF is ready, the network currently has 12 Electric Truck Centres already in place to support existing EV vehicles in operation supported by over 40 qualified technicians.”

But he sees further investment and growth for 2023 and into 2024: “All of DAF Trucks’ 36 sales locations will be Electric Truck Sales Centres with up to three specialist technicians at each, equipped with full diagnostic tooling and equipment and with EV-specific parts available. Our in-house roadside assistance provider DAFaid is already fully prepared for dealing with any requests for support. One of the most important parts of selling an EV vehicle is being able to support the customer in the transition, and then to maintain and look after the vehicles.” end.

• Adam Bennet & Amy Carter issue 3 | destination net zero 35

HVO DROPS IN

Faced with a net zero by 2040 target, logistics specialist ASCO decided that it didn’t need to replace its trucks, just change their fuel. Words: Mike Roberts

The change

has been driven by two figures at the company: Fleet Manager Mick Smith and Group Sustainability and Marketing Manager Thuy-Tien Le Guen Dang.

Originally from London, having started out as an apprentice engineer at London Buses, Mick made the move to Scotland in 2016 to work with First Bus Aberdeen, before joining ASCO in August 2021.

According to Thuy-Tien, along with Safety and Service Excellence, Sustainability is one of ASCO’s fundamental obsessions, and the HVO project is a key part of that. “We have ambitious sustainability commitments to become a net zero greenhouse gas emissions business by 2040 and that means assessing everything we do from a sustainability point of view,” she explains.

In spring 2021, Thuy-Tien commissioned a CO2 emissions reduction workshop with consultancy Goal7 to look at actions that ASCO could take to achieve these challenging environmental performance targets. As one of the company’s top emitters of CO2, the fleet was quickly identified as an opportunity.

From Mick’s perspective, having worked in passenger transport, where progression to zero emissions is far more advanced, he was well qualified to look at options for the fleet. At First Bus Aberdeen, he participated in the introduction of 10 zeroemission Van Hool hydrogen fuel cell buses, replacing ten diesel buses on the city’s streets. In early 2021, he deployed the world’s first fuel cell double-decker buses, taking a further 15 diesel-powered vehicles off the streets.

• Mick Smith 36 destination net zero | issue 3

“We looked to Mick’s expertise and guidance to help us hit our first five-year target to reduce carbon by 30% in 2024,” says Thuy-Tien. ‘So, we’re not only pledging, we really are walking the talk!’

Mick started with the question: what can we do here?

“The technology available for commercial vehicles has not caught up with passenger vehicles, and while our light vehicles are transitioning to electric, it is not yet a solution for our HGV operation. So, we asked ourselves, do we just wait until technology catches up, which wasn’t an option from a company sustainability perspective, or do we remain on fossil fuels?”

A chance conversation with local Renault Trucks workshop, Alex Aiken Commercials in Peterhead, which support the vast majority of the ASCO fleet, led to the answer, and to the company’s first HVO vehicle trial in the UK. Almost the entire ASCO Group HGV fleet in the UK is Renault Trucks, with an additional 60 vans and cars, seven cranes and around 60 forklifts, all of which fall within Mick’s remit.

“Talking with Ewan Aiken at Alex Aiken Commercials, we discovered that the Renault Trucks already have OEM approval on HVO (hydrotreated vegetable oil: a synthetic diesel made from organic waste with a 90 per cent reduction in CO2), so making the switch to a drop-in alternative to diesel was something we could do relatively easily. And looking at the carbon-reduction opportunities compared to diesel it definitely felt like the right step.”

A discussion quickly turned into something more, and the team agreed on a one-month trial with one truck operating out of Peterhead. Following a full feasibility study, the HVO

project was successfully presented to ASCO UK management and directors, then the team was given the green light to roll HVO out across the whole fleet.

The price difference is a consideration, and the disparity with diesel is growing as demand for HVO increases, notes Mick, but there are significant environmental gains to be had.

For the supply of HVO, ASCO used the same selection process they run for every supplier, benchmarking, conducting diligence and evaluating their respective supply chains its structure. “We narrowed it down to two options at final review, with terms and reliance of supply top priorities, before making our final selection.

“We initially focused the rollout on Peterhead, where we established the internal refuelling facilities. We drained and calibrated the tanks, to prepare for the difference in fuel density, and filled them up with HVO, ready to go,” Mick says.

After a smooth introduction at Peterhead, HVO was rolled out to the ASCO bases at Great Yarmouth, building up the network in Aberdeen, with refuelling in Peterhead.

Did Mick and the team have any reservations?

“We have some older Renaults on our fleet, so we were concerned that HVO wouldn’t be compatible, but all Renault Trucks from Euro VI Step C and up are approved for HVO. We forecast that 80% of our fleet would run on HVO, it’s actually 98%!”

And with a fleet of 100 vehicles, we’re not going to doubt his maths.

Thuy-Tien adds, “It’s a high quality, drop-in alternative fuel, the risk is low, and the phased rollout starting from Peterhead helped dilute the risk.”

One question Mick did have, operating in the north of Scotland, was how will HVO perform in cold weather? His fears were allayed, as the team discovered that it actually performs better than diesel because the cloud point is lower. “This was actually a message that we needed to deliver to our client base, to reassure them, as, just like me, their first thought was ‘fatty acids’ which thicken and clog up as they cool down.”

As well as ASCO’s clients, the team needed to ensure its own drivers supported the switch, too. “We were transparent from the start and did a lot of work around communication to kill off any fears before they were allowed to escalate so there were no surprises. Apart from some drivers winding me up (with some good old-fashioned banter), there have been absolutely no problems to report,” quips Mick.

Of course, the proof of the pudding is always in the measuring, and ASCO uses Renault Trucks’ Optifleet onboard telematics to monitor its fuel efficiency. “As the fleet does very similar routes it’s easy to pull off mpg reports for time comparisons. So far there’s been no drop-off in efficiency, we’re seeing the usual improvements with the weather, but I would like to get to a full year for a proper comparison,” he says.

So far, ASCO has found absolutely no difference in terms of performance and no adverse effects. “If we hadn’t told anyone we’d switched, no-one would know,” confirms Mick.

“HVO just keeps ticking boxes.”

ASCO is now introducing HVO across its entire UK fleet.

Three of its Sennebogen cranes in Peterhead are already running on HVO, to be followed by the Sennebogen crane in Great Yarmouth and finally the three Liebherr cranes in Aberdeen. Next will be the forklift fleet, says Mick, “we are working closely with our main forklift manufacturers and have now have OEM approval, and while we have more of an HVO supply challenge across our warehouses, we are working to resolve this now.”

HVO may also be introduced to company operations in Norway and Canada, where feasibility studies have already started.

So how can we improve take up of HVO in the UK? “By doing what we’re doing and spreading the word.

Honestly, it sells itself!” says Mick.

“If you were to try to get the same amount of carbon capture or look at the cost versus electric it is noncomparable. In terms of outright spend, it is only the fuel changing. It feels like the best kept secret in the industry. And the morally right thing to do. Although some help from the government in terms of fuel duty differential would be very welcome!” end.

issue 3 | destination net zero 37

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Fuel upgrade for black cabs Alternative fuel for LEVC TX Taxi and VN5 Van Words: SBL-Automotive

HP Taxis, Prins Alternative Fuel Systems and SBLAutomotive are delighted to reveal

their evolution of the LEVC TX taxi and VN5 van. The evolution has seen the development of a bi-fuel system for the range extender engine allowing it to adopt alternative and renewable fuels in place of petrol. These fuels are Compressed Natural Gas (CNG), Liquefied Petroleum Gas (LPG), Biomethane and Biopropane.

Adopting these fuels allows carbon emissions from the range extender engine to be reduced by 10% when LPG is used, 20% when CNG is used and by 99% for these fuels renewable counterparts of biomethane (in place of CNG) and biopropane (in place of LPG). Biomethane and biopropane can both be made from waste feedstocks such as food waste, farm waste and sewage and both are in volume production already. Biomethane and biopropane are ‘drop in’ replacement fuels for CNG and LPG and require no changes to refuelling infrastructure or to a vehicle already evolved with a bi-fuel fuel system (CNG or LPG). All of these fuels are available today and also offer 30-50% operating cost savings. Further savings are expected as biomethane and biopropane production volumes continue to ramp up. The evolution of the TX and VN5 was first revealed during London Climate Action Week.

A number of fuel tank solutions are also being developed for the VN5 including placing the tanks under the floor rather than in the payload area. We are also working with fuel manufacturers and suppliers to grow the

• Quality, innovation and customer care existing refuelling station network for CNG, biomethane, LPG and biopropane. If you are interested in adding LPG/ biopropane or CNG/biomethane refuelling facilities to your site to support these vehicles then please do get in contact with us via our website. Conversion costs are still in development but we target the system paying for itself in 12 to 18 months. This of course depends on the number of miles driven, the miles per gallon achieved and future changes in the price of the fuels. Prices for biomethane and biopropane are expected to decrease in the future as production volumes continue to ramp up.

HP Taxi is a taxi fleet and taxi rental company based in London and the first LEVC TX only fleet in the capital.

Their fleet is the largest in London to be solely using the LEVC TX and believe they lead the way in establishing the cleanest, greenest fleet in the country. TX black cabs are reliable and versatile and recognised as the world’s finest and most iconic of taxis.

Prins Alternative Fuel Systems was founded in 1986 as a Dutch designer and manufacturer of high-quality alternative fuel systems for LPG, CNG and LNG. Prins is a part of Westport Fuel Systems and have been a pioneer of fuel system development for more than 35 years.

SBL-Automotive is an engine research and development consultancy and has been active in the field of alternative and renewable fuels since 2008 have also completed product quality, product and vehicle development work, engine calibration and aftertreatment testing for numerous vehicle manufacturers and OEM’s. SBLAutomotive have collaboratively developed the bi-fuel evolutions of the LEVC TX and VN5.

• Prins HQ 40 destination net zero | issue 3

SBL-AUTOMOTIVE SBL-AUTOMOTIVE

Present: Present: Bi-fuel evolutions of LEVC’s TX and VN5 Bi-fuel evolutions of LEVC’s TX and VN5

Displacing fossil fuel petrol for the range extender engine with: Displacing fossil fuel petrol for the range extender engine with: 20% lower carbon emissions 20% lower carbon emissions 10% lower carbon emissions 10% lower carbon emissions These can be substituted for drop in replacement net zero These be substituted forfuels dropofin: replacement net zero carboncan emission renewable carbon emission renewable fuels of :

CNG CNG LPG LPG

Biomethane Biopropane Biomethane 99% lower carbon emissions Biopropane 99% lower carbon emissions 99% lower carbon emissions

99% lower carbon emissions 30-50% lower operating costs using these fuels 30-50% lowerextender operatingengine costs using these fuels for the range for the range extender engine Further cost savings possible as biomethane & biopropane Further cost savings possible as biomethane production volumes ramp up. & biopropane production volumes ramp up. www.bi-fuel-taxis-lcvs.com www.bi-fuel-taxis-lcvs.com

On the road to zero carbon On the road to zero carbon

issue 3 | destination net zero 41

MAN on infrastructure charge Creating a battery-electric long-haul truck is only part of the equation. For manufacturers and hauliers, the bigger problem is going to be building the infrastructure. Words: Dan Gilkes

According to MAN Truck & Bus,

there will be 270,000 battery-electric trucks on Europe’s roads by 2030, as businesses start the transition from diesel to alternative propulsion. To meet this rapidly growing need, MAN will launch a range of eTrucks in 2024, designed to take on a far wider range of duties than the current crop of electric refuse vehicles and urban delivery models.

Unveiled at the IAA exhibition in Hannover, MAN’s eTruck line-up will include 4x2 tractors, 4x2 rigid trucks, 6x2 rigids and 6x2 drawbar trucks, with maximum weights running from 20 tonnes for the 4x2 rigids to 42 tonnes for the tractors and drawbar models. MAN is planning tippers, curtainsiders, box bodies and yes, refuse vehicles, all of which will be built alongside their diesel counterparts on the same production lines.

The company has engineered a modular battery pack at its Nuremberg engine plant, which is currently toolingup to produce more than 100,000 of the batteries a year by 2025. Tractors will be offered with 4-6 packs, while rigid chassis will be available with 3-6 packs.

Two batteries replace the diesel truck’s engine and transmission within the chassis, while additional packs hang on the outside of the chassis rails, replacing fuel tanks and other ancillaries.

Having a range of modular batteries will allow customers to choose between range and payload. MAN claims that a five-battery tractor for instance, will tip the scales at roughly the same weight as a diesel-powered truck. Opt for four of the batteries, which weigh around 650kg each and you can increase payload, while dropping range. Take the sixth battery and you will get the ultimate driving mileage, but with a lighter load capacity.

MAN is talking about a daily driving range of 600800km, which will eventually be extended to around 1,000km as batteries develop. However, note that this is a daily range, not a battery range. The intention is

42 destination net zero | issue 3

that drivers should be able to top-up batteries during their 45-minute lunch break, adding 200-300km during that time.

Megawatt Charging Systems To achieve this level of charging will require Megawatt Charging Systems (MCS). A current CCS2 DC rapid charging point can provide around 350kW of power. The eTrucks will have a CCS2 input as well, as this could be sufficient for overnight depot charging. However an MCS system will deliver up to 3.5MW of charge, capable of filling the battery in just 45 minutes.

Note that this is a 100% fill, rather than the 80% rapid fill that then slows to a trickle on current passenger car batteries. MAN says that it has developed the batteries to be commercial vehicle-specific and as such they will be able to take a full charge without internal damage.

This will in part be achieved through highly efficient thermal management. The battery operates at its best at around 25°C, while the driver may want an in-cab temperature of around 21°C. Conversely, the electric drive motor will be operating at around 65°C, so it is easy to see how crucial thermal management will be. This includes battery charging, especially as rapid charging inputs rise. Without adequate cooling for instance, MAN claims that a 750kW MCS rapid charger, operating at 1,000A, would lose up to 30kW of electricity in heat loss without sufficient cooling. One potential problem of multiple MCS chargers being located among trucks at an overnight parking spot, is the noise of the fans carrying out that cooling work.

MAN is currently working with fellow Traton company Scania, along with Daimler and Volvo, to develop a network of MCS charging stations across Europe. The manufacturers are also involved with the NEFTON research project, together with various universities and with charging providers, to establish the feasibility and economic viability of these ultrarapid charging stations. The company believes that even by 2030, long-haul trucking could account for up to 10% of all European electrical demand. eTruck Drive With batteries replacing the engine and gearbox within the chassis, the eTrucks have a permanent synchro electric motor mounted in the middle of the vehicle. This motor, which produces 300-350kW of power and more than 3,000Nm of torque, is equipped with two or four gears and it drives a conventional rear axle. The gear-changing process is automated, though manual changes are possible.

The driver selects forward or reverse in the normal way and the parking brake releases automatically as you push the throttle. The eTruck will crawl forwards or backwards once in gear, with enough power to hold the truck on an incline. This also makes it easy to manoeuvre at low speeds. cont.

• Drivers should be able to top-up batteries during their 45-minute lunch break issue 3 | destination net zero 43

In place of the diesel truck’s retarder, is a lever that adjusts the amount of braking regeneration that is created when the driver lifts off the throttle. There are five positions, from coasting with no regen, through to maximum braking effect. The regenerative braking system also comes into play when the driver presses the service brake.

The prototype test trucks were running at around 33 tonnes GVW and they accelerated rapidly and cruised almost silently. Often, without the sound of a diesel engine, you can hear the other sources of noise under the cab, however MAN has managed to virtually silence the air-compressor and other ancillary components.

• MCS can provide around 350kW of power

Electric Ecosystem Building the eTruck is only part of the problem, making it possible for customers to transition to electric drive is perhaps even harder. MAN has created a 360° eMobility ecosystem, that includes charging infrastructure and supply, integrated route planning software with a Plug and Charge single payment system, along with service and training to help customers with the adoption of these next generation trucks.

Companies can already try an eReady Check on the company’s website, inputting route distances, truck weights and other criteria, to see how an eTruck, or multiple vehicles, could meet their needs. Businesses can also access a 360° eMobility consultation, before undergoing a Full Fleet Assessment, once the trucks are in service. MAN can even provide the charging infrastructure, through partner companies ABB, Heliox and SBRS-Schaltbau. Once in operation, the manufacturer will follow-up with Data-based Optimisation, to ensure that hauliers are getting the most out of the eTrucks.

MAN claims that a single long-haul eTruck, covering 120,000km, has the potential to cut up to 100 tonnes of CO2 per year. It also believes that businesses could save up to €7,000 per year in fuel costs against a diesel truck, though that would have to be weighed against the initial purchasing premium. The eTrucks will be ready for sale by 2024. Creating the infrastructure to make those trucks work, may take a little longer. end

“businesses could save up to €7,000 per year in fuel costs against a diesel truck.”

44 destination net zero | issue 3

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The best kept secret.

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14

The Standard Summer 2021

THIS ISN’T WHERE THE SOLUTION BEGINS. NOR WHERE IT ENDS. The fact is, for an electric solution that will work from day one, and be ready for many years into the future – the vehicle is just one of many components. And before we even get to the vehicle specs, we first have to thoroughly analyse your operation.

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But don’t worry – we’ve got the important questions as well as the experience and advanced tools to turn those questions into answers. So all you should have to worry about in the end, is to which driver you should hand the key for your first electric truck. And second. And third.

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