Commercial GreenFleet August 2022

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GETTING TO ZERO EMISSION FREIGHT One year on from the government’s Decarbonising Transport plan, we examine how much closer we are to achieving zero-carbon HGVs







“As well as the obvious environmental benefits, on the evidence of what we’ve seen so far we expect it to prove highly economical to operate” Dave Shepherd, DB Schenker Fleet Manager



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When you choose the eCanter from FUSO you get an electric truck which is tried, tested and trusted by some of the biggest brands worldwide. Since its launch in 2018 it’s already clocked up over 4.5 million delivery kilometres, so it truly is the first choice for last-mile, urban distribution. It’s emission-free, carries 7.5 tonnes and is available now.





¹ With an appropriate DC charging infrastructure providing 50kW the eCanter can be charged from 0-80% in about 60min and from 0-100% in about 1hr 45min. ² Average load, mild outside temperature (10-25 degrees), constant driving style of the driver. The range depends on other parameters, e.g. air resistance, rolling resistance, use of recuperation as well as the topography itself.









One year on from the government’s Decarbonising Transport plan, we examine how much closer we are to achieving zero-carbon HGVs



Decarbonising road freight One year on from the government’s Decarbonising Transport plan, this issue of Commercial GreenFleet examines how much closer we are to achieving zero-carbon HGVs. Since the plan was published, two phase out dates for the sale of new non-zero emission HGVs have been announced: 2035 for HGVs weighing 26 tonnes and under, and 2040 for HGVs heavier than 26 tonnes. The Department for Transport has also issued a call for evidence on exemptions to the 2035 phase out date for HGVs weighing 26 tonnes and under.

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The first year of the Zero Emission Road Freight Trial programme has concluded, which saw six feasibility studies and the deployment of twenty battery electric rigid trucks into NHS and local authority fleets. The government has also announced a £200m fund to demonstrate zero-emission HGV technologies on UK roads. Other developments include announcing weight limit increases of two tonnes for certain zero emission HGVs and up to one tonne for certain alternatively fuelled HGVs, and changing the eligibility of the plug-in truck grant to target heavier HGVs. Elsewhere, we talk to Tutu Akinkoye, DHL Supply Chain’s GoGreen lead, about how the organisation is investing in electric vehicles and gas-powered trucks as it progresses towards its end-goal of net zero emissions. There’s also a review of our recent Alternative Fuels Roundtable, which discussed how greener fuels, such as ‘gas-to-liquid’, can result in immediate emissions savings for fleets. Angela Pisanu, editor


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226 High Rd, Loughton, Essex IG10 1ET. Tel: 020 8532 0055 Web: EDITOR Angela Pisanu PRODUCTION MANAGER/DESIGNER Dan Kanolik PRODUCTION DESIGNER Jo Golding PRODUCTION CONTROL Elizabeth Nixon ADMINISTRATION & WEB PRODUCTION Amy Hinds PUBLISHER George Petrou ACCOUNT MANAGER Kylie Glover

© 2022 Public Sector Information Limited. No part of this publication can be reproduced, stored in a retrieval system or transmitted in any form or by any other means (electronic, mechanical, photocopying, recording or otherwise) without the prior written permission of the publisher. Whilst every care has been taken to ensure the accuracy of the editorial content the publisher cannot be held responsible for errors or omissions. The views expressed are not necessarily those of the publisher. ISSN 2399-4940

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7 News UK commercial vehicle production grows 64 per cent in June; 2,000 new electric Peugeot vans to join Royal Mail fleet; and Mitie to install and maintain Environment Agency’s charge points

11 Decarbonising Road Freight The government has marked the first year anniversary of its Decarbonising Transport Plan, with an outline of the progress its made – and the launch of two new consultations. We examine the developments achieved in the quest for zero-emission freight and logistics



15 Decarbonising Fleets With bold phase-out dates for diesel and petrol trucks in place, and a raft of meaures announced to ease the transition to zero emission trucks, Andy Eastlake from the Zemo Partnership runs through the latest developments in HGV decarbonisation, including progress of the zero emission road freight demonstration programme

21 DHL Interview Tutu Akinkoye, DHL Supply Chain’s GoGreen lead, shares how the organisation is investing in electric vehicles and gas-powered trucks as it progresses towards its end-goal of net zero emissions

22 Alternative Fuels Roundtable


GreenFleet’s latest roundtable, which took place on 5 July at St James’ Park in Newcastle, tackled the subject of alternative fuels and how they can help the heavy goods and specialist fleet sector to reduce emissions, both immediately and in the long term

26 Connected & Autonomous Vehicles


Over the next decade, technology will transform the way we travel and we may even start to see driverless cars on our road network. It’s vital that the road network is ready for these changes. Following the launch of National Highways’ Connected and Autonomous Vehicle (CAV) trials safety guidance, Dr Joanna White, acting roads development director at National Highways, explains how the guidance will ensure safety is at the forefront of all CAV trials on our motorways and A-roads

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Commercial Vehicle News


UK commercial vehicle production grows 64 per cent in June output from January to June was the highest since 2012, as CV manufacturers ensure there is capacity to build these critical vehicles amid a boom in demand from businesses and operators renewing their fleets. Mike Hawes, SMMT Chief Executive, said, “The CV sector’s best first half performance in a decade is evidence of its resilience, as manufacturers strive to ensure orders for these vehicles, which are critical to the UK economy, are delivered in a highly challenging economic environment. At the same time, manufacturers are committed to building a growing range of more fuel efficient and zero emission vans, trucks, buses, coaches and taxis, an essential step towards achieving Net Zero, while ensuring society can continue to move. We must protect the global competitiveness of the sector amid these challenges, however, starting with measures to tackle energy costs, so that the UK continues to be among the world’s leading manufacturers for these vital vehicles.”

According to the latest SMMT figures, UK commercial vehicle production grew 64.4% in June, with 9,549 units manufactured. June production volumes were the highest since 2015 and 32.7% above the pre-pandemic five-year average, resulting in the sector’s sixth consecutive month of increased output. Growth has largely been driven by overseas demand, with exports of British-built CVs jumping 133.0% year on year in June – now

representing nearly six in 10 (58.1%) units – with some 92.5% of exports destined for the EU. Domestic demand, which remained more robust during the pandemic last year, increased by 16.7%, with year-on-year growth in four out of six months in 2022. The strong performance means total output in the year to date reached 50,596 units, up 47.4% on 2021 and 16.6% above the pre-pandemic five-year average. As a result,



Billingsgate traders take part in sustainable deliveries pilot

2,000 new electric Peugeot vans to join Royal Mail fleet

Forty traders at Billingsgate are taking part in a trial, which focusses on optimising deliveries from the market to commercial customers in the capital to reduce emissions. The City of London Corporation, DHL Supply Chain and Ford Pro are conducting the trial which aims to consolidate trips to avoid duplicating journeys, resulting in fewer vans needed. Many traders rely on vans to make these deliveries, but for much of the day these vans are not in use. The City Corporation identified the opportunity to consolidate some of those trips, which avoids duplicating journeys and requires fewer vans. Funded by the City Corporation, which owns and manages Billingsgate Market, the trial is being run using DHL Supply Chain and Ford Pro vehicles, software and servicing support. The 18-week collaboration has revealed significant opportunities to benefit both business and the environment. There has been an estimated 37 per cent reduction in CO2 emissions compared with business as usual, with 949 fewer vehicle journeys on central London’s congested roads resulting in 23,961 fewer kilometres driven overall. This has also supported reduced costs and improved efficiencies for participating businesses. READ MORE

Royal Mail is taking on an additional 2,000 new Peugeot electric vans to expand its growing fleet of electric vehicles. The order of new Peugeot e-Expert and Peugeot e-Partner vans will join circa 28,000 Peugeot vehicles already in use by the national delivery service. With the addition of 1,000 new Peugeot e-Partner and 1,000 Peugeot e-Expert vans, Royal Mail continues to work towards its aim of having 5,500 electric vehicles on its fleet by Spring 2023. 70 of Royal Mail’s delivery offices have made the transition to electrification so far, with many of the vehicles used


to deliver parcels and packages to customers in cities which operate with low emission zones, such as London, Bristol, Glasgow, Cambridge, and Oxford. Julie David, managing director, Peugeot UK, said: “I am incredibly pleased that we can continue to support Royal Mail with models from our award-winning electric van range, including the Peugeot e-Partner, which is set to be produced right here in the UK at our Ellesmere Port plant from early next year. The Peugeot e-Partner and e-Expert make no compromise on useful volume or practicality compared with the diesel versions. With every van in our range already benefitting from an electric version and every car offering an electrified variant by 2024, we look forward to continuing our support of the Royal Mail and its ambition for a greener future.” The Peugeot e-Partner is powered by a 50kWh battery providing a range of up to 171 miles (WLTP). The van offers a load volume of 4.4m3 (matching its diesel equivalent) and a payload of up to 800kg. Available with either a 50kWh or 75kWh battery, the Peugeot e-Expert offers up to 143 and 205 miles of range respectively (WLTP). READ MORE



Commercial Vehicle News


Mitie to install and maintain Environment Agency’s charge points

Mitie will be installing and maintaining electric vehicle (EV) charge points for the Environment Agency, as part of a £4.5 million contract. This new partnership will see Mitie establish an EV charging network across over 100 sites across the UK and maintain it for an




Bidfood takes on electric truck for London deliveries

Motor Parts Direct takes on 40 Citroën ë-Berlingo Vans

Foodservice wholesaler Bidfood has taken on a zero-emission FUSO eCanter, and is the first to have the vehicle fitted with a temperature-controlled body. This was built by Gray & Adams and is cooled by a Frigoblock eutectic refrigeration system which chills the insulated twin-compartment box as the eCanter’s main drive batteries are being recharged, rather than draining them of energy while the vehicle is on the road. Bidfood has assigned the truck to the company’s depot in Battersea, from where it delivers to customers throughout central London, typically covering 60-70 km each day. Depot manager Jon Stansfield said: “Battery technology is still in its infancy and obviously an electric vehicle cannot compete with a diesel-engined truck in terms of range, especially when


initial two-year contract term, with the option to extend for three more years. The new contract will support the Environment Agency’s transition to a zero emissions fleet by ensuring EV drivers have access to a reliable and secure charging system across all its sites. Mitie will design and install approximately

450 EV chargers and be responsible for their operation and maintenance during the contract. Minimising its impact on the environment will be central to how Mitie delivers this contract. For example, with around 2,500 electric vehicles on the Mitie fleet, survey and installation teams will use EVs across the contract wherever possible, reducing transport emissions in the delivery of the chargers. The contract will also see the introduction of software that remotely connects the chargers, allowing the Environment Agency and Mitie to monitor how each charge point is performing in real time. The software will also identify any faults or issues that need repairing, performing remote fixes and restarts where possible. This will drive quicker fix times and reduce how often engineers need to physically visit sites, ensuring charge point downtime is kept to a minimum.

fitted with a heavy fridge body. “We were keen to trial an electric truck and get a true picture of how it would fit our requirements. The eCanter was an obvious choice – it’s already well proven in operation and is backed by a major manufacturer in Mercedes-Benz Trucks.” The eCanter’s electric drivetrain employs six 13.8 kWh lithium-ion batteries with a total power output of 82.8 kWh (66 kWh usable). The permanent-magnet motor delivers 129 kW (180 hp) via a single-gear transmission in the rear axle. A single charge gives the truck an effective operating range of more than 62 miles (100 km), which is ample for many urban delivery applications. READ MORE


Motor Parts Direct has ordered 40 electric Citroën ë-Berlingo Vans, as well as 220 Berlingo Vans and Relay BlueHDi Diesel models to add to its 850-strong Citroën fleet, as it looks to operate more sustainably. Kevin Blazey, marketing director at Motor Parts Direct, commented: “We had been looking at an EV van that had the range and the quick charge facility, as more large cities are introducing congestion and low emission charges. We had a few demo electric vans in on test, before deciding to order the ë-Berlingo Vans. We ordered 40 EV vans and now have 40 sites with chargers, we found the range and quick charge on the ë-Berlingo Vans ideal for our local service. We have been very pleased.” Featuring a 50kWh battery and a 100kw (136hp) electric motor, ë-Berlingo Van supports up to 100kW rapid (DC) charging, with an 80% charge taking 30 minutes. It has a range of up to 171 miles (WLTP), a choice of two lengths, load capacity of up to 4.4m3 and a maximum payload of up to 803kg. Eurig Druce, managing director of Citroën UK, commented: “We’re delighted that Motor Parts Direct has chosen to continue its vehicle supply relationship with Citroën, with its first batch of award-winning ë-Berlingo Vans. Citroën ë-Berlingo Van is an important model in our electric van line-up. We know it can reduce total cost of ownership for a whole range of businesses – and that’s on top of the well-known benefits of huge practicality, modularity and load space.” READ MORE

Commercial Vehicle News

Logistics UK’s Denise Beedell

The way forward for electric vehicles With the deadline ending the sale of all diesel and petrol vans by 2030 firmly in the forefront of fleet operators’ minds, one of the biggest challenges for commercial vehicle fleets will be ensuring sufficient power and charging infrastructure is in place to support those operators seeking to switch to electric vehicles. Logistics UK is calling for a fair and equitable way of paying for upgrades to power supplies used for charging fleets. Operators electrifying their van fleets face significant challenges with the cost of acquiring new vehicles and installing charging infrastructure at their depots, and can also face significant additional costs if the depot requires a power upgrade to ensure sufficient energy supply. Logistics UK members have reported costs of over £1 million for increasing power supplies to a depot, which creates additional financial pressures for operators seeking to decarbonise their vehicle operations. Substantial grid reinforcement and power upgrades will be needed to support an increased reliance on electricity to power new vehicles, especially as we near 2040 when the demand for more power supply and cabling for charge points (either public or depot) will increase. However, in the shorter term, there are other options available to fleet operators seeking to electrify parts of their fleets more quickly. Flexible connections that allow additional energy purchase during specific hours can help to manage costs, and other solutions, such as smart charging, battery storage and solar panels can be utilised to assist with energy demand more easily than moving straight to a full energy supply upgrade at depots. These type of upgrades, known as sole asset extensions, can take on average 18 months to complete and usually come at a significant cost. For large mixed fleet operators opting for electrification of their fleet, this is often the ultimate solution. By working closely with the Distribution Network Operator (DNO) supplying power to fleet depots, future costs and delays can be minimised by carefully planning for the power needs as the larger vehicles in the fleet electrify. It is vital that sufficient infrastructure, such as charge point equipment and space, is in place to support the switch over to electric vehicles for now and in the years ahead. As well as sufficient power supply, there will need to be a clear timeline for the roll out of public charging infrastructure. As a result, Logistics UK has called on government for commitments to ensure the public charging network can be used by commercial vehicles of all types and sizes. Public charge points must be clearly signposted and designed to accommodate all types of vehicles, ensuring that there are sufficient large parking

bays, with longer charging cables and more rapid charging, particularly on the strategic road network. Commercial operators – including SMEs without off-street parking – must be able to rely on accessing public charge points when needed. Current economic and supply chain issues are making new vehicle acquisition very challenging. Additionally, many fleets expect to have only one more vehicle replacement cycle left before the phase out dates for sales of new diesel and petrol vehicles, and therefore it becomes even more important that operators have confidence in their decarbonisation plans before committing to significant investments for upgrading their fleets and depots in order to meet net zero targets. To support longer term business investment plans about the net zero agenda and decarbonisation of commercial vehicle fleets, government must ensure timeframes for fiscal incentives relating to commercial vehicle decarbonisation are adequate and not ended without sufficient notice. A clear timeline mapping the key milestones for infrastructure and government support for the sector will help with decarbonisation plans across all commercial fleets. Logistics UK has also called for a fundamental review of regulatory weight thresholds for zero-emission tailpipe vehicles to acknowledge the realities of increasing gross vehicle weights for battery electric and other non-fossil fuel vehicles and to ensure operators do not need to increase vehicle journey numbers to deliver the same amount of goods currently delivered by diesel vehicles. Given that many fleets have only one more vehicle replacement cycle left before the 2030 phase out date, decisions need to be made now to enable operators to meet this deadline. Replacement cycles of five to seven years are the norm across the van sector. However, with current economic and supply chain pressures making new vehicle acquisition more challenging, government must help to provide certainty about the path to electrifying commercial vehicles so that businesses have the confidence to invest in fleet decarbonisation plans, before committing to significant investments in order to meet net zero targets. Overall, while progress is encouraging, there are still challenges that must be overcome before the UK’s commercial vehicle fleets reach net zero. Logistics UK will be working on behalf of its members to ensure all levels of government understand what our sector needs to achieve this. FURTHER INFORMATION



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The government has marked the first year anniversary of its Decarbonising Transport Plan, with an outline of the progress its made – and the launch of two new consultations. We examine the developments achieved in the quest for zero-emission freight and logistics In July 2021, the government changed eligibility for the plug-in truck published its transport decarbonisation grant to target heavier HGVs and plan, called Decarbonising extended it until 2024/25, supporting the Transport: A Better, Greener Britain, in which early market for zero emission HGVs. it set out its pathway to net zero transport. The Future of Freight Plan has been To mark the first year anniversary of its published – including a proposal for a the plan, the government has released Freight Energy Forum to support the roll a report outlining the progress made out of zero emission energy infrastructure. so far, as well as its next steps. The government’s next steps include Developments on the route to a zero plans to publish the response to the emission freight and logistics sector included call for evidence on exemptions to the announcing the end-of-sale dates for 2035 HGV phase out date for HGVs new, non-zero emission HGVs, and new 26 tonnes and under, and launch funding to demonstrate the technologies battery electric and hydrogen fuel cell needed to decarbonise the heaviest competitions for the Zero Emission Road HGVs within the road freight sector. Freight Demonstrator programme. Since the plan was published, two phase It is also planning to design and consult on out dates for the sale of new non-zero the future regulatory framework which will emission HGVs have been announced: 2035 enforce HGV phase out dates, and convene for HGVs weighing 26 tonnes and under industry stakeholders to work together and 2040 for HGVs heavier than 26 tonnes. to develop a plan for zero emission HGV It has also issued a call for evidence on infrastructure rollout and the role of the exemptions to the 2035 phase out date public and private sectors to achieve this. The for HGVs weighing 26 tonnes and under. government also aims to develop proposals As an example of industry innovation for a rail freight growth target, helping to in this area, Amazon has launched shift freight onto more sustainable transport. five electric, articulated HGVs into its fleet which are operating from their Electric vehicles and chargepoints fulfilment centres in Tilbury and One year on since the plan was published, Milton Keynes. These are the first of and the government says almost nine electric HGVs expected 7,500 extra electric vehicle by the end of 2022, joining chargepoints have been S i nce more than 1,000 electric installed, supporting the the pla n delivery vans currently 900,000 green vehicles w a s publish on the road in the UK. that are on UK roads. phase o ed, two The first year of Further progress the Zero Emission includes announcing for the ut dates Road Freight Trial plans to support non-ze sale of new programme has also the UK market to ro emis sion HGVs h concluded. This included increase public av six feasibility studies announe been and the deployment of ced twenty battery electric rigid trucks into NHS and local authority fleets. The government has also announced a £200m demonstration fund to expand upon this work, which will demonstrate three zero emission HGV technologies at-scale on UK roads, as well as supported the use of hundreds of e-cargo bikes across England to enable clean last-mile deliveries. Other developments include announcing weight limit increases of two tonnes for certain zero emission HGVs and up to one tonne for certain alternatively fuelled HGVs. What’s more, the government

Decarbonising Road Freight

The Decarbonising Transport Plan: One year on electric vehicle chargepoints by tenfold by the end of the decade, as part of the Electric Vehicle Infrastructure Strategy. It also confirmed its pledge at the COP26 Summit to dramatically increase the pace of the global transition so that all new cars and vans are zero emission by 2035 in leading markets and by 2040 globally – this declaration now has 180 signatures, including from 39 countries worldwide and 14 major vehicle manufacturers on top of cities, fleets and investors. Maritime To progress maritime decarbonisation, the government has published the Course to Zero consultation, seeking views and evidence on the optimal pathway to net zero emissions in 2050. It has also announced £206m for a new UK Shipping Office or Reducing Emissions (UK SHORE). In May the government announced the first of a series of interventions under UK SHORE, including the launch of a second Clean Maritime Demonstration Competition. The government has also published a consultation which included proposals to expand the UK Emissions Trading Scheme to domestic maritime, and completed a call for evidence on steps to support and, if needed, mandate the uptake of shore power in the UK. Other developments include extending the Renewable Transport Fuel Obligation (RTFO) to allow renewable fuels of non-biological origin to be used in shipping, and signed the “Declaration on Zero Emission Shipping by 2050” at COP26 to commit to push the International Maritime Organization to remain aligned with the Paris Agreement. E

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The government changed eligibility for the plug-in truck grant to target heavier HGVs and extended it until 2024/25, supporting the early market for zero emission HGVs  Aviation To decarbonise aviation, the government will be publishing a Jet Zero Strategy this summer. It will set out the government’s approach and principles to reach net zero aviation by 2050 and was informed by the 1,400 responses to the consultation we published last year. Other progress includes the launch of the International Aviation Climate Ambition Coalition at COP26 to support higher climate ambition in international aviation. So far 28 states have joined, representing over half of global emissions. The government has also convened a group of states to support and advise the World Economic Forum’s Clean Skies for Tomorrow initiative on international action on Sustainable Aviation Fuels (SAF). It has also consulted on aligning the UK Emissions Trading Scheme (ETS) with net zero and a trajectory for phasing out Fee Allowances for aviation, and provided £3m of funding for R&D into Zero Emission Flight Infrastructure Active travel To boost active travel, which will help take vehicles off the roads, the government has created Active Travel England, led by Olympic gold medallist Chris Boardman, and provided local authorities with £161 million, to deliver 134 first-rate schemes to develop new footways, cycle lanes and pedestrian crossings across England. The government has also recently released its second Cycling and Walking Investment Strategy, which sets out estimated investment, already committed from various funds, of almost £4 billion into active travel across the government until 2025, including £2 billion announced for active travel in 2020.

Sharing insights and collaborating are vital to help the fleet community decarbonise It’s great to see businesses of all sizes starting their journey to a greener fleet. Some of the earlier barriers and challenges organisations have and are still facing are slowly becoming less of an issue as we begin to see more positive success stories becoming widespread. At Rivus, we encourage our customers to engage with one another by facilitating events for likeminded fleet operators to come together and discuss their journey to a more sustainable fleet. We can support fleet operators with insights that will negate some of the myths around managing electric commercial fleets. The more insights we share as a community, the easier it will be for more fleets to decarbonise. It’s vital for businesses to plan ahead to ensure EVs are sufficiently maintained to keep the wheels rolling. Within our 78 in-house workshops, we have EV trained technicians and the correct tooling and equipment to keep our customers’ critical fleets on the road. It’s an exciting time to invest in the future of your fleet, and here at Rivus we can help you lead the charge to electric. L

Decarbonising Road Freight



New consultations To mark the one-year anniversary of the Transport Decarbonisation Plan, the government launched a new public consultation on phasing out the sale of new fossil-fuelled motorbikes and moped by 2035, or even earlier for some vehicles, as well as a consultation seeking views on the best route to net zero emissions by 2050 for the UK’s domestic maritime sector. Helena Bennett, head of climate policy at Green Alliance, said: “The Transport Decarbonisation Plan laid ambitious foundations for the sector to begin its transition to net zero after 30 years in which emissions have stayed largely unchanged. “It’s promising to see delivery of some of the plan’s goals begin including announcements on a zero emission vehicle mandate and phase out of polluting HGVs, but there is more to be done to keep the sector on track with climate targets, and it’s more important than ever, given the cost of living crisis, that boosts to public transport and walk and cycling infrastructure are prioritised.” L FURTHER INFORMATION View ‘Decarbonising Transport: One year on’ here.

Sarah Gray, head of electric vehicles and alternative fuels, Rivus

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Decarbonising Road Freight

Driving towards a zero-emission truck sector

With bold phase-out dates for diesel and petrol trucks in place, and a raft of meaures announced to ease the transition to zero-emission trucks, Andy Eastlake from the Zemo Partnership runs through the latest developments in HGV decarbonisation, including progress of the Zero Emission Road Freight demonstration programme The focus of road transport decarbonisation policy has been moving beyond cars and vans and, increasingly, to the freight sector which now finds itself close to the centre of the spotlight. Road freight contributed nearly a fifth of UK transport’s annual greenhouse gas emissions (GHG) in 2020, and HGVs are also a main source of roadside nitrogen oxides and particulates that are damaging to human health. At last year’s climate conference (COP26) in Glasgow, the government announced bold phase-out dates to ensure that all new HGVs sold in the UK are zero emissions at the tailpipe by 2040 at the latest, with sales of non-zero emission vehicles under 26 tonnes to be phased out by 2035. This ambition puts the UK in the vanguard of international efforts to decarbonise road freight. Reflecting the challenges that some have raised, the government has recently closed a call for evidence on potential exemptions to the 2035 deadline and a response is expected soon, though the 2040 date for all HGVs is currently seen as a ‘hard back-stop’. Industry progress Manufacturers have already seen the writing on the wall and zero emission HGVs are now appearing in increasing numbers, with encouraging indications they may be built in the UK.

Zemo Partnership was particularly To support their uptake, the government encouraged, therefore, by the recent recently announced an extension to the announcement that over £200m funding is plug-in truck grants (PITrG) until 2024/25. to be made available for an extensive zero This reduces the purchase price of zero emission road freight (ZERF) demonstration emission commercial vehicles with programme, aiming to bring the grant rates for eligible trucks “world’s largest (in both senses) set at 20 per cent of the For fleet of zero emission HGVs” purchase price (up to operato to UK roads. Zemo and our £25,000 of funding conside rs members have been working available for the closely with government largest HGVs). The buying ring officials to develop the number of vehicles today, a a truck programme which will eligible for the gas-pow option e build on the £20m ZERF grant (introduced r e d c trials and feasibility studies, in 2017) is be a co ould well m announced in July 2021. expanding and propos pelling The new three-year Zemo is supporting ition programme will begin later OEMs directly with this year with details of the applications and in initial competitions expected getting the information on imminently (at the time of writing!). ZE truck performance into the These will invite manufacturers, energy public domain. The purchases of over providers and fleet and infrastructure 100 zero emission HGVs have been supported operators to showcase their ‘green’ to date and total plug-in truck grant orders technologies together on UK roads, beginning rose eight-fold between 2020 and 2021, with demonstrations of battery electric though from a very modest base. It’s still the and hydrogen fuel cell HGV operations. case, however, that the current level of grant compared with the increased capital cost ZERF progress can, today, still leave a gap in the financial ZERF completed Phase One feasibility and case for changing to a ZE truck, particularly supply chain work at the end of March. The in the heavier, larger and longer distance upcoming demonstrations (our working title applications where charging or fuelling ZERFD?) will shape the long-term decisions E infrastructure becomes a critical challenge. Supported by


Alternative Fuels

Natural Power – CNG and LNG in Fleets A Commercial GreenFleet Roundtable, in association with IVECO Chaired by Andy Eastlake from the Zemo Partnership, and supported by IVECO’s Lisa Fuller, Jorge Asensio and Gareth Lumsdaine, Commercial GreenFleet hosted a roundtable on 15 September 2021 at Edgbaston Stadium, which brought together key figures from the UK fleet sector to discuss natural gas options as a route to decarbonising fleets and moving towards net zero. Andy Eastlake kicked off discussions by highlighting the government’s aims to phase out new, non-zero emission heavy goods vehicles weighing 26 tonnes and under by 2035, with all new HGVs sold in the UK to be zero emission by 2040. “That doesn’t mean all of sudden we’re going to ban all the vehicles you’ve got running today, but you may not be able to buy one that emits pollutants after those dates,” clarified Andy Eastlake. The roundtable debated the government’s targets, and the role of alternative fuels in getting to net zero. Topics also included how to handle the complexity of decarbonising specialist vehicles, carbon reporting, the current natural gas refuelling infrastructure, and the total-cost of ownership of running gas trucks. Graham Thomas shared his experience of running LNG and CNG Trucks at Ocado. He said: “Range anxiety was a

huge thing for us to overcome, and so I jumped in a CNG truck and drove it half way up to Manchester and back to prove to our drivers that range anxiety was not something they had to worry about.” Peter Eaton from CNG fuels explained more about biogas and where the company sources its fuel. He said: “In terms of the way it’s produced, we work with various AD production plants across the UK and we have ten suppliers, which is ever growing. We achieve a 90 per cent reduction in greenhouse gas emissions, which is pretty staggering for a HGV. It’s the closest you’re going to get to net zero at the moment. But from next year, our aim is to be a net zero business.” Talking about the refuelling infrastructure, Peter continued: “We’ve currently got five large public access bio-CNG fuelling stations across the UK, we’ll have nine open by the end of the 2021, and the plan is from 2022, we’ll be building one a month.” The debate also covered the total cost of ownership of gas powered trucks. Graham Thomas said: “The TCO benefit of running a gas truck in our operation is phenomenal.” Watch the full roundtable discussion video above.



Partnership working In June this year, the government published what it describes as the first-ever crossmodal and cross-government plan for the UK freight sector. Developed in partnership with industry, the plan identifies the main challenges, objectives and actions that need to be taken in five priority areas, one of which is to enable the transition to net zero. Government says it intends to forge a new open and honest relationship with stakeholders in the sector to collectively assess its future energy and fuel needs through a Freight Energy Forum. The plan represents a starting point for government-industry collaboration, of which Zemo Partnership will be a leading enabler. Its shared aim is the achievement of a net zero wholes freight and logistics sector by 2050, while supporting the broader environmental objectives of air quality and noise reduction. It focuses not just on the adoption of zero emission vehicle technologies and associated infrastructure but on modal shift, cross-

The zero emission road freight (ZERF) demonstration programme will shape the long-term decisions about what technology and energy will power our HGVs after 2030 modal freight journeys as well as advances and innovations in logistical solutions. What can be done now? Though the transition to zero emission freight is happening fast, zero emission vehicle options will not be available in many categories for some years to come. So what should operators do in the near and medium-term? Zemo has long been an advocate of the use of high blend renewable fuels in the HGV sector to make an immediate and significant carbon reduction in the near and medium-term. For operators considering buying a truck today, a gas-powered option (running on biomethane of course) could well be a compelling proposition. With the fuel duty differential between gas and diesel in place until 2032 at least, there’s a strong financial case for investing in a long-haul truck powered by biomethane. Several OEMs have product available today and the gas suppliers are ramping up the already pretty extensive refueling network to make this one of the best propositions for decarbonising heavy trucks for the next few years at least. Renewable diesel may also be an option today, and B100 is a near-term possibility after some small modifications to trucks and depot storage. Hydrotreated vegetable oil (HVO) is gaining adherents quite fast and high FAME blends, if fully assured in terms of their sustainability, can deliver the same 80-90 per cent greenhouse gas emissions reductions on a well-to-wheel basis as we see from biomethane. Current work by Zemo (supported by both UKPIA and RTFA) is looking to further incentivise the use of high blend renewable fuels to rapidly decarbonize the current HGV fleet (and non-road mobile machinery) while zero emission solution are developed. Current market support initiatives include Zemo’s Renewable Fuels Assurance Scheme which now covers over 85 per cent of the

renewable fuels sold in the UK and provides operators with the evidence that the fuels supplied to them realise the benefits that their suppliers claim.

Decarbonising Road Freight

 about what technology and energy will power our HGVs after 2030. Critically important is the collaborative ‘system’ approach needed for this programme to demonstrate how the UK’s future charging and energy structures will need to look if they are to effectively support the operational and commercial implications arising from the adoption of zero emission truck technology. To help government with this challenge, Zemo was very pleased to be working alongside both National Highways and National Grid in an advisory and supporting capacity. As part of the ZERF trials introduced last year, Leyland Trucks provided 20 DAF battery electric HGVs for use by public sector organisations, including the NHS and local authorities ( This and other initiatives enabled evidence and experience to be gathered from field testing vehicles in a real-world, real-time logistics environment. Along with six other successful feasibility studies, this project helped prepare for larger demonstrations, which will take place over the coming years. Zemo will continue to play a major role in supporting the demonstration programme as well as helping to disseminate the learnings as they emerge.

The Freight Portal The Freight Portal, developed in a collaboration between Zemo, Energy Saving Trust and the Department for Transport aims to provide core advice and case studies to freight operators on the options for decarbonising their fleets, directing them towards a range of schemes providing lower costs and emissions. A focus of the Freight Portal is to measure and reduce the fuel used in today’s fleets. The Portal aims to be a ‘one stop shop’, consolidating advice on technology accreditation, operational optimisation, clean air zone compliance, telematics use, driver behavior and other key considerations for operators seeking to make the transition. It helps identify through clear case studies, how fleets can start and accelerate their journeys to net zero at the highest pace and lowest cost possible. Zemo Partnership runs an active Commercial Vehicle Working Group through which members can keep up to date on policy developments and also influence their direction. Amongst other projects, Zemo provides technical and promotional support to the ZERF programme, is investigating the development of zero emission ancillary systems (such as thermal refrigeration units – TRUs) and has also been developing an emissions test cycle for vans. The group also provides general policy advice and support to Government on the decarbonisation of UK freight. There is a long road ahead to fully decarbonise freight and, I’m sure, there will be bumps along the way, but Zemo and our community of stakeholders can help to signpost a complete portfolio of information advice and support. So whether you’re just starting out and considering fuel monitoring and driver training and a lower carbon fuel in your existing trucks, or if you are ready to invest in a demonstration fleet of the latest hydrogen fuel cell pilot vehicles and infrastructure, there’s something for everyone and steps we can all take, together. Significant progress is beginning to be seen in the UK’s transition to a zero emission freight sector and it’s an exciting time to be involved. L FURTHER INFORMATION commercial-vehicles Supported by


Expert Insight

Expert insight: decarbonising larger vehicles GreenFleet talks to Sarah Gray, head of alternative fuels at Rivus, about the challenges HGV operators are experiencing on their decarbonisation journey, as well as some potential solutions that can smooth the transition The government is aiming for all new HGVs to be zero emission by 2035, although is now consulting on possible exemptions. Do you believe this is a realistic and fair timeframe for fleet operators, and do you think that some exemptions should be granted? The targets are ambitious. Many fleet operators will feel inexperienced in this area. There are some very specialised vehicles which may be a challenge to move to zero emissions until the technology is there. However, when Rivus exhibited recently at the Road Transport Expo it was refreshing to see how far the technology has already come. Mercedes, Scania, Tevva, Renault, Volvo

and DAF, for example, already have EV trucks available that are achieving surprisingly good ranges. I believe there will be many fleets that can switch to zero emissions by the 2035 target date and are making progress already, but there will be others where an exemption will be required and welcomed, depending on size and age of an existing fleet. What can HGV fleet operators do to reduce emissions now, while viable zero-emission technology is being developed? There are several options available for fleet operators. Keeping the vehicles in excellent working order is a must to maintain their serviceable

Sarah Gray, Rivus Fleet Solutions

life. Our Vehicle Check App helps fleets run as efficiently as possible. Drivers can record data from their daily walk arounds and safety checks on a mobile device. Fleet managers are able to access the data online and capture a full audit trail of inspections. This real time reporting ensures that both Rivus and the fleet operators are notified of defects and prompt action is taken to arrange a repair, which minimises off road time, as well as keeping vehicles compliant. If vehicles within the fleet are still in good working condition, there may not be the requirement to swap them for some years. It may be more cost effective and more sustainable to convert them to lower carbon fuels, resulting in reduced emissions whilst using a perfectly good vehicle. Specialised HGVs that may have been converted can be costly to replace. Rivus has worked with several customers to convert their engines to cleaner fuels which has been a success so far.

s If vehiclefleet he within tin good are still ondition, c workingy not be the a there m ent to swap requirem for some them rs yea

What are the main barriers to overcome before zero-emission HGVs will be practical for day-today freight operations We see a similar pattern to which we saw five to ten years ago when considering a zeroemission car. Upfront cost, potential range and availability of suitable charging infrastructure were the main barriers. It’s almost replicating itself again now for HGVs, although with an added complexity of the operational use of the vehicle and the loads carried. In some use cases, having an electric HGV will be ideal. Vehicles with low daily mileage that are parked up overnight, make great candidates for EV. However, there are other use cases where mileage is far greater and the vehicles are in use over much longer periods, leaving little time to re-charge and impacting the battery performance.



Expert Insight

Upfront costs are a barrier too. Here, looking at the Total Cost of Ownership (TCO) of the vehicles and including the cost of charging infrastructure is essential. Alternatively fuelled vehicles currently cost more to purchase but there can be some other costs that will be lower than the diesel comparison. Operators should look at all the costs included in running the fleet. Rivus has developed an end-to-end TCO calculator which includes all elements of running the fleet, from driver training to different charging methods and the cost of the charging infrastructure too. There may be a place for hydrogen in the years to come, but again we will need to see an improvement on the cost and the refuelling with more green hydrogen being produced.

When it comes to zero emission HGVs, we are seeing a similar pattern to which we saw five to ten years ago when considering a zero-emission car. Upfront cost, potential range and availability of suitable charging infrastructure were the main barriers. It’s almost replicating itself again now for HGVs, although with an added complexity of the operational use of the vehicle and the loads carried

What support do you feel HGV operators should get when adopting zero emission technology? HGV operators have a lot of responsibility as they are now being tasked to implement a new technology which comes with wider challenges than just swapping over a vehicle type. The government grants that are available for electric HGVs are great, but as far as other support from government goes, there is little else currently available to encourage adoption. Charging electric HGVs, for example, is not a simple task. Vehicles may be parked in one location for a matter of time where they can be charged, but the depot must have the power available as well as the space to install the required number of charging points.

Passing the responsibility of the charging infrastructure solely to the fleet operator is unfair. They need to get support from the wider business and seek support from their fleet management partners. Rivus, for example, has developed Electric Vehicles as a Service (EVaaS), a single solution which combines all the elements customers need when considering moving to electric. From consultancy through to accessing grants, driver training and a network of EV trained technicians, our alternative fuels team can offer real world insights to our customers. How can HGV fleet operators best manage last mile deliveries in urban locations? Deploying the correct vehicle to the correct location is the key to managing last mile deliveries. With the number of

clean air zones in operation and more planned, fleet operations will need to understand which locations and vehicles could be non-compliant. Moving vehicles around to ensure the right vehicle is in the right zone is a key planning piece. Most of the zones have vehicle checkers available online so you can check if they are compliant. The cost varies too depending on clean air zone you have travelled in. To facilitate last mile delivery, localised distribution centres are increasingly cropping up at major hubs, with fleets transferring goods to an electric LCV or even bike couriers in some places. L FURTHER INFORMATION



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Rivus – leading the charge in alternative fleets With its Electric Vehicles as a Service (EVaaS) offer, award-winning fleet management provider Rivus, aims to deliver an end-to-end, single service solution which supports fleet operators in making the transition to electric and alternative fuels Driving alternatives Sarah Gray, head of alternative fuels is driving the EV and AF strategy at Rivus, comments: “We’ve developed our alternative fuels team to ensure customers have a single source for everything needed to successfully implement and run an electric fleet. “Given the impending 2030 deadline to phase out the sale of new petrol and diesel models, fleet management companies throughout the UK are working out their longterm vision for supplying and servicing their fleets. However, it can be daunting switching to low emission vehicles for the first time. There are multiple considerations to manage, such as energy consumption, upfront costs compared to total cost of ownership, range capacity and installation of charging facilities.”

is minimised, environmental targets are achieved and business goals are reached.”

Appetite exists Sarah continues: “The appetite for electric and alternative fuel vehicles is accelerating at pace and will only increase as we get closer to the various deadlines. Fleet managers are looking at strategies for phasing in lower emission vehicles and upgrading LCVs but practical concerns still exist around range, battery health, costs, charging and driver training.”

Implementing infrastructure “We are also undertaking a phased rollout to upgrade all our sites with additional electric vehicle charging capabilities. So far we’ve installed 45 new electric charging points across 9 sites and a further 21 sites are undergoing surveys and distribution network operator applications in preparation for the next phase. By the end of the year 30 sites will have been completed, providing 150+ new charging points, each enabling 5 vehicles to be charged overnight in technician bays.

Consultative approach “That’s why at Rivus we offer customers a unique blend of consultancy, choice, flexibility and expertise in making the transition to electric. From consultancy, funding and acquisition, design and build, compliance, to accident management, service maintenance and repairs through our own garage network, it’s our job to ensure our customers can get their job done. “We can match individual fleet requirements against a detailed assessment of the market’s current models based on range, payload and other factors from our project management and data analysis teams.” Investing in Electric “Our team has invested heavily into research, vehicle testing and infrastructure to create our alternative fuel offering. Based on a data led approach we can ensure our customers are informed, educated and supported throughout their journey to a part- or fullyelectric fleet, while ensuring time off road

EV-ready garage network “Many of our existing customers operate critical fleets, so it is vital we limit downtime and have an accessible garage network equipped for EVs. We’ve invested in technology and training to ensure our garages are EVready, with many of our technicians now accredited to IMI (Institute of the Motor Industry) level 3 or 4, to complete all levels of repairs and safely service and maintain EVs. “Additionally, each garage has been equipped with EV diagnostics kit to accurately assess and serve electric vehicle. Substantial investment has also been made in tooling and safety equipment.”

Sharing insights Rivus is committed to collaborating to driving the future of alternative fuels. It hosted its inaugural EV Academy earlier this year, bringing together key customers, fleet managers, EV technicians and industry bodies to share knowledge and insights on EV adoption and implementation. And, as well as exhibiting and speaking at industry leading conferences, Rivus has developed a series of insight reports into a range of topics relating to the decarbonisation of fleets. Topics include deploying charging infrastructure, maximising battery health, ways to effectively manage performance and total cost of ownership. The series of guides from the nationwide, award-winning fleet management provider are based on research with manufacturers, real-life vehicle testing and data gathered and analysed over several years and is available via the Rivus website. Final thoughts Thomas Maerz, chief development officer at Rivus, also shared his thoughts on unlocking the potential for EV and AF vehicles, saying:



“Understanding electric vehicle performance through the use of data is critical to support successful electric vehicle rollouts. There will be greater emphasis on data and telematics. By understanding operational effectiveness through analysis of this data, future vehicles, driving techniques and fleet management practices can be adapted. He concludes: “Being informed is the best way to embark on an EV/AF journey and fully understanding the “true” total cost of ownership is vital. Having a partner who is already one step ahead is going to get you there faster and more efficiently. If businesses make the right decisions now and choose the correct setup at the start of the journey, this will make a successful decarbonisation journey in the long run.” Rivus has more than 1,200 employees, manages more than 220,000 service bookings each year and operates from 78 sites nationwide through its LCV and HGV combined garage network. It also has over 500 Rivus Approved Garage Partners and a UK wide team of mobile technicians. L

Thomas Maerz, chief development officer at Rivus believes understanding electric vehicle performance through data is critical. FURTHER INFORMATION To find out more about transitioning to an electric fleet, visit greenfleet


Heading towards net-zero logistics Tutu Akinkoye, DHL Supply Chain’s GoGreen lead, shares how the organisation is investing in electric vehicles and gas-powered trucks as it progresses towards its end-goal of net zero emissions As part of your GoGreen plan, of bio gas-powered trucks; this blended DHL has committed to reducing approach is helping us to expand our fleet all its logistics-related emissions of greener vehicles at a more efficient rate. to net-zero by the year 2050 We see low carbon fuels playing a significant could you tell us how you plan bridging role in decarbonising our HGV fleet, to achieve this? and so are also accelerating our investment Sustainability is a driving force at DHL and, as in this area, with a plan to invest in over we work towards our net-zero target, we 500 gas trucks, predominantly LNG, by have also committed to investing 2025; bridging the gap until zero €7billion by 2030 to support our emission tailpipe technologies We carbon reduction ambitions. come to market at scale. are com With this investment we Most recently, we added will continue to expand 20 bio-LNG trucks electric bining vehicles our fleet of alternative to our M&S fleet, with th e introd fuel vehicles and replacing 20 diesel of bio g uction drivetrains through the trucks and reducing a use of sustainable fuels carbon emissions by an trucks t s-powered o in line-haul and the estimated 2,200 tonnes b e co greene electrification of our lasta year. The introduction r at a m me or mile fleet, while investing of these trucks followed efficien t rate e in zero emission tailpipe on from the addition technologies – our end goal of 13 new Volvo bio-LNG for hitting net zero emissions. trucks to our fleet in January. This expansion of alternative In addition to our fuel technologies is in addition to bio-LNG HGVs, we have also developed network optimisation and other measures a partnership with Riversimple which is to drive down the carbon emissions of our enabling us to explore the role of hydrogen road freight, and will be achieved in close in our decarbonisation strategy. collaboration with our road subcontractors. What have the challenges been in How far are you into the electrifying your fleet? Have these electrification of your road fleet? challenges been overcome or are Our growing fleet of electric vehicles is there still barriers to overcome critical to reducing road freight emissions, for the future? particularly for smaller loads and shorter The introduction of EVs into our road fleet routes. We took to the roads in 2020 with has been successful and battery electric the UK’s first electric 16 tonne truck. The technology is progressing well in the van electric truck makes daily deliveries into market. However, as EV technology is still London’s West End shopping district, cutting developing, the range of large vehicles remains emissions on every journey, and we have limited to a certain extent. This is another plans to expand our electric truck fleet. reason why we are incorporating gas trucks To best reduce our greenhouse gas into our fleet to help reduce emissions with emissions, we are combining the roll out immediate effect, rather than waiting for EV of electric vehicles with the introduction technology for larger vehicles to develop further.

What support do you think HGV operators should receive from the government to help them go zero emission? Fuelling infrastructure is critical to the success of decarbonisation at scale, and ultimately zero emissions. Having a mix of options for refuelling readily available to HGV operators will provide a measure of security needed to support investment in these technologies. What advice would you give to other logistics operators looking to achieve net zero emissions? Decarbonising commercial transport does require investment but it’s the only way forward. Enhancing the visibility of the carbon emissions generated as a result of activities undertaken by, and on behalf of, a business through introducing detailed, accurate and verified reporting helps businesses by monitoring, measuring and motivating tangible year-on-year improvements and achievements. At DHL, we first began introducing these practices, as well as implementing various climate and environmental protection measures over a decade ago. Since then, we have been measuring and managing our environmental KPIs through our financial systems in order to effectively track progress made in improving carbon efficiency, and reducing overall emissions. Furthermore, working alongside businesses and partners where critical values like sustainability align creates a mutually beneficial relationship. For example, our GoGreen plan and M&S’ Plan A both focus on building a more sustainable future. The introduction of the 20 bio-LNG trucks into the M&S fleet thereby drives forward both of our sustainability initiatives. L FURTHER INFORMATION



Alternative Fuels Roundtable Written by Kate Armitage

Progressing the conversation about alternative fuels GreenFleet’s latest roundtable, which took place on 5 July at St James’ Park in Newcastle, tackled the subject of alternative fuels and how they can help the heavy goods and specialist fleet sector to reduce emissions, both immediately and in the long term There is little doubt that fleets are embracing a low carbon future; however there are many challenges remaining, particularly in the specialist, medium and heavy goods sectors. GreenFleet once again turned its attention to the important role that alternative fuels can play both immediately and in the long term. The most recent roundtable, hosted at St James’ Park, Newcastle, was attended by public sector and blue light fleets from across the Northeast, who were all keen to understand how alternative fuels can aid the transition to a zero emission fleet. The findings were extremely encouraging. Sponsors for the day, Shell, presented on their latest drop-in fuel that is suitable for all diesel vehicles with an average CO2 emission reduction of 43 per cent* illustrating the important role of alternative fuels in the short to medium term. It is well publicised that the UK Government is aiming to phase out new petrol and diesel vehicles from 2030. For typical car and van fleets there are many battery electric vehicles that will comfortably replace ICE vehicles. However, there are many fleets operating larger, and frequently specialist, vehicles that do not currently have low or zero emission


wider environmental impacts of using an important food source for fuel; and a high price is also a factor. Redcar and Cleveland Borough Council are already using HVO in their street sweepers; they reported paying a 10-15p premium over diesel, although it was too early to assess the full benefits. Our fleets were keen to understand the benefits and how this is measured. As a “drop-in” fuel the GTL Fuel blend can A new breed of drop-in fuels be used in any diesel vehicle Hayley Arckless, commercial and no modifications are manager at Shell gave an As required. It is even possible overview of GTL Fuel – a a “drop to mix and match with drop-in solution that diesel depending on blends GTL (Gas to fuel, th -in” e availability and cost. Liquid) and HVO. G TL Fuel ble The blend is 55 per Whilst the overall n d c an be used in cent GTL and 45 per CO2 emission savings a cent HVO, with an are lower than vehicle ny diesel average 43 per cent* HVO alone, the air a n d n modific reduction in carbon quality improvements ations ao emissions and up to remain as good as re require a 37 per cent reduction pure HVO – with the d in NOx. The reduction key advantages of a lower in tail pipe emissions was price and wider availability. particularly relevant for fleets Why blend HVO? Whilst HVO with vehicles that spend a lot of time (Hydrotreated Vegetable Oil) offers idling with employees working at the tangible benefits, there are issues around the equivalents. And where there is a suitable alternative vehicle, the cost is frequently prohibitive, even on a total cost of ownership basis. This dilemma has led many fleets to short term paralysis waiting for larger electric vehicles, or hydrogen solutions to materialise. However, as net zero targets move even closer alternatives to diesel offer some real benefits.


Hydrogen refueling is still embryonic In the same week that Tevva launched its first hydrogen truck, with a range of up to 310 on a single tank, hydrogen is often seen as a long-term solution for larger vehicles. With refueling times of 10 minutes or less Hydrogen offers the nearest replacement for

The most recent roundtable, hosted at St James’ Park, Newcastle, was attended by public sector and blue light fleets from across the Northeast, who were all keen to understand how alternative fuels can aid the transition to a zero emission fleet. existing ICE appliances particularly for the blue light services and very large trucks. Scottish Power is actively committed to the manufacture and distribution of renewable hydrogen also called Green Hydrogen (the electricity used to make the hydrogen must be renewable). Mark Griffin, head of hydrogen development at Scottish Power gave an overview of their planned hydrogen hub and spoke model. Their first project is based in and around Glasgow producing hydrogen from the Whitelee Windfarm and distributing the hydrogen via nine refueling stations around Glasgow. In Redcar & Teeside, Caroline Hearne – climate change and sustainability officer outlined the hydrogen project already under way in the Tees Valley Combined Authority. Whilst the focus at the moment is on replacing gas with hydrogen in 2,000 households, she believes that there is scope for hydrogen transport particularly in remote areas. Chris Ashley, environment and vehicles policy manager for the Road Haulage Association, was keen to stress that SME Truck fleets need reassurance that ZE vehicles can do what they say they can do (allowing for seasonality, geography and pay load). Battery electric trucks work well

Alternative Fuels Roundtable

back of the vehicle (ie refuse trucks, street sweepers, fire appliances, ambulances). Dave Gillam, Tyne & Wear Fire and Rescue was interested in the impact on maintenance costs; because GTL/HVO moves more cleanly through the engine, fleets have reported up to 25 per cent reduction in Ad Blue and longer life for particulate filters). GTL/ HVO also stores for longer than a diesel equivalent (5+ years), although existing diesel storage tanks should be flushed before they are restocked with GTL. As with all solutions It is not plain sailing; Owen Dodgson, environmental and sustainability officer for the North East Ambulance Service has struggled to get his vehicle manufacturer to warranty the engine for use with HVO, so it is definitely worth speaking to your vehicle manufacturer before switching fuel source. To counter this issue Shell has a catalogue of OEM approvals, and will work closely with fleets and OEMs to support the transition to alternative fuels. Another downside is that vehicles using drop in fuels are still not compliant with clean air zones as it is impossible to determine whether the vehicle is being driven on diesel or a GTL blend. Procurement can also be a barrier, as many alternative fuel providers are not listed on current framework agreements, however suppliers are growing their presence on framework agreements.

with some fleets based on the existing duty cycle. But in the longer term Chris suggested that hydrogen combustion vehicles offered a good carbon reduction solution, however the Government is not currently supporting the technology as it is not zero emission at the tailpipe (creates NOx). Stepping stones to net zero What was clear from the roundtable was that there was much less certainty around the timings for the development of hydrogen vehicles and refueling infrastructure; where as drop-in fuels provide a vital role as a transition fuel. Hayley Arckless described both as “stepping stones” to net zero. The last word goes to Mark Griffin from Scottish Power, who summarised the roundtable :“We are the generation responsible for climate change; we must share knowledge and learnings.” *emissions savings are accredited by Renewable Fuels Assurance scheme run by Zemo Partnership. L FURTHER INFORMATION



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All about Shell GTL Fuels What are Shell GTL fuels and how can they help fleets on their environmental journey? GreenFleet talks to Hayley Arckless, GTL commercial manager at Shell to find out Firstly could you tell our readers what Shell GTL fuels are? GTL stands for ‘Gas-To-Liquids’. Shell GTL Fuel is a liquid fuel made from natural gas rather than crude oil. Transforming gas into liquid fuel is a complex chemical operation and at Shell we have been enhancing this process since the early 1970s. Shell GTL fuel is a cleaner burning alternative to diesel which has a range of both environmental and operational benefits. What environmental benefits does Shell GTL Fuel deliver? Shell GTL Fuel rescues harmful emissions when compared to conventional diesel, with significant reductions in Nitrogen Oxides (NOx) of up to 37 per cent and Particulate matter (PM) up to 45 per cent including black smoke. Shell GTL Fuel is non-toxic and odourless, which is beneficial for use in densely

populated areas, or where people are working or moving around a running engine. In addition, it is readily biodegradable, being undetectable in soil after 51 days and immediately undetectable if spilled in water. What is the UK’s fuelling infrastructure like for Shell GTL Fuel? Shell has a number of resellers who have a national presence. Do fleets need to adapt their vehicles to run on Shell GTL Fuel, or can it be used in diesel engines? It is quick and easy to switch over to Shell GTL Fuel from regular diesel. Diesel vehicles can run on Shell GTL Fuel without any engine or exhaust system modifications, enabling its seamless introduction without any investment in new vehicles or refueling infrastructure. Easy, immediate results.

What other fleet benefits are there to Shell GTL Fuel, aside from the environmental ones? Shell GTL Fuel has a range of benefits, not only can it help reduce AdBlue usage by up to 10 per cent, but also reduces the number of re-generation events in Diesel Particulate Filters compared with conventional diesel B7 fuel, therefore reducing operational costs. In addition to this, Shell GTL fuel guarantees excellent all-weather performance, which removes the need to change fuel between seasons or drop in cold-weather additives. The fuel also has excellent long term storage stability for up to five years. Shell GTL Fuel also helps with noise reduction. With its uniform combustion, it can reduce engine noise up to 8dB which is a key advantage for vehicles in cities where noise is regulated. With the government mandating zero emission HGVs by 2035, what is the future like for Shell GTL fuels? Shell GTL Fuel plays an important role in the energy transition, especially in the short-medium term when availability of biofuels is scarce. Shell GTL Fuel is part of the same family of fuels as HVO and Renewable Diesels (EN15940), meaning the two fuels can be blended at any ratio to provide an achievable CO2 reduction, while maintaining all the benefits of paraffinic fuels including: low emission, biodegradable, cold start and engine benefits. L FURTHER INFORMATION commercial-fuels/shell-gtl-fuel.html

Disclaimer: The local emissions benefit of paraffinic fuels vs. ordinary diesel varies depending on a variety of factors. These include – but are not limited to - engine emissions level, after-treatment system, engine manufacturer, age, injection timing, and driving style. The numbers provided in the table above are based on actual emissions testing data. On a case-by-case basis actual emission benefits can be higher or lower than those stated in the table above, however, the intention is to give a realistic indication of achievable benefits.






Connected & Autonomous Vehicles Written by Dr Joanna White from National Highways

Making the roads ready for more sophisticated vehicles Over the next decade, technology will transform the way we travel and we may even start to see driverless cars on our road network. It’s vital that the road network is ready for these changes. Following the launch of National Highways’ Connected and Autonomous Vehicle (CAV) trials safety guidance, Dr Joanna White, acting roads development director at National Highways, explains how the guidance will ensure safety is at the forefront of all CAV trials on our motorways and A-roads

It’s imperative that any trials that happen on our network put the safety of drivers and other road users first and foremost. Whilst our role is not to mandate how those running CAV trials manage safety, we would encourage them to apply the framework of the safety risk management standard. We launched our new CAV safety trials guidance to assist in this. If those running trials use our framework, we can be confident that they will have considered a safety risk assessment, and that they will have applied the appropriate mitigations. What we’re not there to do is to endorse it or approve it. We’ve got a big job to do to promote the safety framework and encourage people to get in touch with us if they’re considering trials. Trials have already taken place Between 2015 and 2020 we ran pioneering trials of connected and autonomous vehicles, working with industry, other transport authorities, local authorities and wider government.


We also needed to test whether any extra These trials included UKCITE, A2/ communication technology is needed, or M2 connected corridor, HelmUK (freight whether the mobile phone network would platooning) and HumanDrive (Nissan suffice. The trial concluded that we could led 230-mile autonomous drive). indeed use the mobile network, and that For the UKCITE and A2/M2 trials, participants information could be provided in a drove along sections of the network timely way. This has now led to a with overhead signs and as piece of work where we are they did so, they could see T h e taking the learning from the same information on trial loo these relatively small scale the in-vehicle panel. k e d a t how a pilots, and looking at how The trials tested the travels vehicle we scale this approach sort of information across the whole of the we can provide – like roadwothrough network. And we’re speed limits, journey r k s , a how w looking at that from time information and ell it reand right across the spectrum things like roadworks white li ds of those who drive on ahead – and how things other rones and the network – from lorry like the speed travelled adside drivers, to those who drive affects the information. ‘furnitu re’ for business or socially. Timing is a critical For the HelmUK element, to ensure that freight platooning trial, we were people are getting information looking at how information could be shared that is current and relevant.


The trial looked at aspects like how a vehicle travels through roadworks, how well it reads white lines and other roadside ‘furniture’ and how the vehicle knows where it needs to be on the network. This trial involved gathering data and then building a route that can be taken safely, as well as identifying risks. These trials are all helping us to get ready for a future which includes autonomous vehicles, which is probably a couple of decades away. The current state of the market Advanced driver-assistance systems (ADAS) are becoming more common. These features can assist drivers in driving and parking functions and use automated technology, such as cameras and sensors, to detect surroundings or obstacles, but are not classed as autonomous as the driver is still needed to operate the vehicle. One of the newest features in vehicles is the automated lane keeping system, which has been mandated on motorways to allow for speeds up to 37 miles an hour. We’re working with the government’s Centre for Connected and Autonomous Vehicles to ensure that safety is thoroughly considered.

between a convoy of lorries. We wanted to understand what happened if you put a certain number of lorries close together. What benefits and efficiencies could be achieved? For example, could fuel savings be made, resulting in a real benefit from a logistics operational point of view? The trial also looked at how the platooning vehicles interacted with other vehicles on the network and how that could happen in a safe manner. Tying back to the point about the safety case framework, and applying a safety risk management approach. These trials have recently been completed so we’ll be able to announce outcomes and next steps soon. Finally, the Nissan Human Drive trial was about enabling a trial of an autonomous vehicle driving on real roads in a real-world environment. It looked at how we could support Nissan and the other members of the consortia to do that in a safe manner, so that they’re considering all the different elements of our road system.

The importance of collaborating with stakeholders Collaborating with stakeholders from across the industry will be the key to success in ensuring standards are met. We need to stay in constant dialogue with vehicle manufacturers, those developing the technology and law makers because there are so many interdependencies. There’s a clear interaction between the vehicle and the road, and that requires us to look at how we develop our standards and look at our future road design and our information systems. It’s the chicken or the egg situation, because you’ve got the manufacturers of vehicles or other technology developing things. And do we react to what they’re developing and then change our infrastructure and standards, or do we work with them together? Because even developing that, do we develop our infrastructure at the same time or do we say this is our standard and this is what you need to develop in order to go on our motorways. It’s probably a blend of all these factors. Depending on the service, the circumstances and where it is, it can be relatively easy to change something. It might not be for us to change, it might be for the manufacturer or the service provider to change it. But we need to have those conversations and those relationships in place, otherwise the risk is that we invest money changing something and it’s completely unnecessary and vice versa. Focusing our attention to deliver connected services We’re already focusing on the information provision side of things and our next task is looking at how that ends up in the vehicle.

We might push the data, for example on planned roadworks, out to a third party provider who then shares it. But then how do you make sure that it is used responsibly? It takes time to develop, because of the nature of what you’re trying to do. Some of the location data just isn’t accurate for us to be confident that it would reach the vehicles with that information. The quality of the geospatial data is critical. We’ll need to develop standards and policies in this area. The benefits of connected services for our customers Customers will be able to get the information that they need quickly and efficiently, and it’ll be tailored to them specifically. They won’t just be getting a blanket set of information that they’ve got to sift through and find the bits that apply to them. Ultimately this should enhance the quality of their journey and their whole experience. People should know a journey will take a certain amount of time, and should be told in a timely fashion about any delays or diversions that they would need to take and that they took the diversion and it was correct. Gaining trust will be critical; people need to know that the information they see coming into their vehicle saying, for example ‘obstruction ahead, move over’ is accurate. Once we’ve gained that trust, we’ll be able to manage people’s expectations better, and of course there are huge safety benefits because we’ll be able to target people much more quickly, helping them to proactively manage situations.

Connected & Autonomous Vehicles

The HelmUK trial looked at how platooning vehicles interacted with other vehicles on the network and how that could happen in a safe manner

The journey to achieving connected services Number one to achieving success is collaboration. We are just one part of an end to end process to make this information available and useful. We’ll need to collaborate with external parties but also with those within our business too. And then of course there is data quality; making sure any information we provide meets legislation and making sure it all joins up clearly. We might push out that information, but how it’s provided back into the vehicle needs to comply with the legislation and not be distracting. Our relationship with the Government is key here as well, so that we’re making sure that we’re in step with their plans and that we can provide that advice to them. As for how it might impact our operation of the network and for the future, a key question will be about our role as a network operator and what does that really mean and what does that look like? Driver education and communication is going to be fundamental. We will need people to learn more about the features available in their vehicles, absorb the information provided and take the correct action. The future road network is very exciting and it’s thrilling to be part of the preparations of what’s to come. L FURTHER INFORMATION



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